A double-acting multi-layer piston pneumatic clutch

Abstract

The utility model provides a kind of double-acting multilayer piston pneumatic clutch.The double-acting multilayer piston pneumatic clutch includes: left piston shaft sleeve, the side of the left piston shaft sleeve is equipped with center hole one, the other side of the left piston shaft sleeve is equipped with multiple through holes one, piston cavity one and multiple through holes two respectively, the inner wall of the piston cavity one is fixedly installed with multiple anti-sticking protrusions one respectively.The double-acting multilayer piston pneumatic clutch provided by the utility model automatically preferentially pushes the piston with small resistance during compression process, realizes stable transmission torque, after disconnecting gas, left and right multilayer pistons are separated from multiple taper surface friction pieces under the action of respective return springs, with the advantages of compact structure, small size, high torque level, small action impact and noise, surface fitting self-adaption and uniformity, stable torque, high torque stability, zero residual torque, low required air pressure, safety and reliability.

Description

Technical Field

[0001] This utility model belongs to the field of clutch technology, and in particular relates to a double-acting multi-layer piston pneumatic clutch. Background Technology

[0002] The double-acting multi-layer piston pneumatic clutch boasts significant technical advantages and practical value, primarily manifested in the following aspects: This clutch employs a design where multiple pistons on both sides synchronously press against multi-conical friction plates. High-pressure gas drives the multiple pistons within the left and right piston bushings, allowing each layer of pistons to adaptively push the conical surfaces of the friction plates, achieving uniform pressing and stable torque transmission. Its multi-layer piston structure, through independent layered movement and conical surface engagement, effectively amplifies the positive pressure, reduces the required air pressure, and simultaneously reduces impact and noise, improving transmission smoothness. Furthermore, the stiffness gradient design of the return spring assembly ensures synchronous piston layer reset, and combined with precise limiting by the end caps and support rear caps, achieves zero residual torque separation, avoiding energy loss and wear. The compact radial stacked layout significantly reduces the overall size, making it suitable for confined spaces, while the high-precision conical surface engagement and adaptive pressing mechanism significantly improve torque transmission accuracy and reliability. This clutch combines lightweight structure, high torque density, low energy consumption, and long lifespan, making it particularly suitable for industrial applications such as extruders and heavy machinery requiring rapid response, overload protection, and efficient transmission, providing an innovative solution for pneumatic clutch technology.

[0003] However, common pneumatic clutch friction components are usually radially distributed, resulting in a large outer diameter and requiring a large air pressure. Common conical contact friction mechanisms are difficult to guarantee that all conical surfaces will function due to precision issues.

[0004] Therefore, it is necessary to provide a new double-acting multi-layer piston pneumatic clutch to solve the above-mentioned technical problems. Utility Model Content

[0005] The technical problem solved by this utility model is to provide a double-acting multi-layer piston pneumatic clutch that automatically prioritizes the piston with low resistance during the pressing process to achieve stable torque transmission. After the gas is disconnected, the left and right multi-layer pistons separate from the multi-conical friction plate under the action of their respective return springs. It has a compact structure, small size, high torque level, low impact and noise during operation, adaptive and uniform surface contact, high torque stability and accuracy, zero residual torque, low required air pressure, and is safe and reliable.

[0006] To solve the above-mentioned technical problems, the present invention provides a double-acting multi-layer piston pneumatic clutch comprising: a left piston bushing, a central hole 1 on one side of the left piston bushing, and multiple through holes 1, a piston cavity 1, and multiple through holes 2 on the other side of the left piston bushing; multiple anti-sticking protrusions 1 are fixedly installed on the inner wall of the piston cavity 1; multiple threaded holes 1 are respectively opened on the inner wall of the multiple through holes 2; an air guide groove 1 and a connecting groove 1 are opened on the inner wall of the left piston bushing; the two ends of the air guide groove 1 are respectively connected to the central hole 1 and the piston cavity 1; one end of the connecting groove 1 is connected to the air guide groove 1; a piston assembly 1 is provided in the piston cavity 1; the piston assembly 1 includes a multi-layer piston slidably installed in the piston cavity 1; a sealing ring is fitted on the multi-layer piston; multiple conical surfaces are respectively provided on one side of the multi-layer piston; multiple bearing grooves are respectively opened on the multiple conical surfaces; and multiple spring positioning holes 1 are respectively opened on the inner wall of the multiple bearing grooves.

[0007] As a further embodiment of this utility model, the piston assembly one further includes multiple springs installed in multiple spring positioning holes one and a pressure plate disposed in the left piston bushing. The pressure plate has a central hole two and multiple through holes three corresponding to the multiple through holes one. Multiple bearing claws are installed on the pressure plate. Multiple spring positioning holes two are opened on one side of the multiple bearing claws. The other end of the multiple springs is connected to the inner wall of the multiple spring positioning holes two. Multiple through holes four corresponding to the multiple threaded holes one are opened on one side of the pressure plate. The pressure plate and the left piston bushing are fixedly connected by bolts. A cover plate is provided on one side of the pressure plate. An alignment protrusion ring one is provided on one side of the cover plate. A flange one is installed on the outer wall of the cover plate. Multiple through holes five are opened on the flange one.

[0008] As a further embodiment of this utility model, one side of the cover plate is provided with an inner spline sleeve, and an inner spline is installed on the inner wall of the inner spline sleeve. A plurality of threaded holes are respectively opened on one side of the inner spline sleeve, corresponding to a plurality of through holes five. The inner spline sleeve is fixedly connected to flange one by bolts. Flange two is fixedly installed on the outer wall of the inner spline sleeve, and a plurality of through holes six are respectively opened on flange two. A multi-conical friction plate is provided inside the inner spline sleeve. A central hole three is opened on one side of the multi-conical friction plate. An external spline is installed on the outer wall of the multi-conical friction plate, and the external spline is adapted to the internal spline. V-shaped conical grooves are opened on both sides of the multi-conical friction plate, and the two V-shaped conical grooves are respectively adapted to a plurality of conical surfaces. Conical friction linings are provided on the inverted conical surfaces of the two V-shaped conical grooves.

[0009] As a further embodiment of this utility model, a right piston bushing is provided on one side of the multi-conical friction plate. A central hole four is provided on one side of the right piston bushing. Two bearing mounting holes are respectively provided on the inner wall of the central hole four. Multiple threaded holes three and a piston cavity two are respectively provided on one side of the right piston bushing. Multiple anti-sticking protrusions two are respectively fixedly installed on the inner wall of the piston cavity two. Multiple through holes seven are respectively provided on the outer wall of the right piston bushing. Multiple threaded holes four are respectively provided on the inner wall of the multiple through holes seven. A connecting groove two is provided on one side of the right piston bushing. The connecting groove two is opposite to the connecting groove one. A guide groove two is provided between the connecting groove two and the piston cavity two. A sealing ring is provided on the outer wall of one side of the right piston bushing. A piston assembly two with the same structure but opposite direction as the piston assembly one is provided in the piston cavity two.

[0010] As a further embodiment of this utility model, a supporting rear cover is provided on one side of the right piston bushing, and a second alignment protrusion is provided on one side of the supporting rear cover. The second alignment protrusion is adapted to the inner wall of the inner spline sleeve. A flange three is fixedly installed on the outer wall of the supporting rear cover. A plurality of threaded holes five are respectively opened on the flange three, which are aligned with a plurality of through holes six. The supporting rear cover is fixedly connected to the flange two by bolts. A plurality of through holes eight are provided on one side of the supporting rear cover.

[0011] As a further embodiment of this utility model, a support shaft is provided on one side of the support back cover, and a flange four is fixedly installed on the outer wall of the support shaft. The flange four is provided with a plurality of threaded holes six that are aligned with a plurality of through holes eight. The flange four is fixedly connected to the support back cover by bolts. A bearing mounting shaft is sleeved on the outer wall of the support shaft. A plurality of threaded holes seven are provided on the other side of the support shaft. Two bearings are installed in two bearing mounting holes respectively. The inner walls of the two bearings are connected to the bearing mounting shaft. A bearing limiting sleeve is sleeved on the bearing mounting shaft. The bearing limiting sleeve is adapted to the two bearings respectively. A bearing cover is fixedly installed on the support shaft by bolts.

[0012] Compared with related technologies, the double-acting multi-layer piston pneumatic clutch provided by this utility model has the following advantages: 1. This utility model introduces high-pressure gas into the piston chambers of the left and right piston bushings, thereby pushing the multi-layer pistons on both sides to press each layer against the conical surfaces on both sides of the multi-conical friction plate. During the pressing process, the air pressure automatically prioritizes pushing the piston with the least resistance, thus achieving stable torque transmission. 2. After the gas is disconnected, the left and right multi-layer pistons separate from the multi-conical friction plate under the action of their respective return springs. At the same time, under the limitation of the limiting end cover and the supporting rear cover, the contact is completely separated, thereby achieving separation with zero residual torque. 3. This utility model has a compact structure and small size, high torque rating, low impact and noise during operation, adaptive and uniform surface bonding, stable and high torque accuracy, zero residual torque, low required air pressure, and is safe and reliable. Attached Figure Description

[0013] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0014] Figure 1 This is a cross-sectional structural schematic diagram of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 2 This is a schematic diagram of the left piston bushing portion of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 3 This is a schematic diagram of the piston section structure of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 4 This is a schematic diagram of the pressure plate part of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 5 This is a schematic diagram of the cover plate structure of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 6 This is a schematic diagram of the inner spline outer sleeve of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 7 This is a schematic diagram of the multi-cone friction plate part of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 8 This is a schematic diagram of the right piston bushing portion of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 9 This is a schematic diagram of the supporting rear cover part of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 10 This is a schematic diagram of the support shaft portion of the double-acting multi-layer piston pneumatic clutch of this utility model.

[0015] In the diagram: 1. Left piston bushing; 1-1. Center hole one; 1-2. Through hole one; 1-3. Piston chamber one; 1-4. Anti-sticking protrusion one; 1-5. Through hole two; 1-6. Threaded hole one; 1-7. Air guide groove one; 1-8. Connecting groove one; 2. Multi-layer piston; 2-1. Sealing ring; 2-2. Conical surface; 2-3. Bearing groove; 2-4. Spring positioning hole one; 3. Spring; 4. Pressure plate; 4-1. Center hole two; 4-2. Through hole three; 4-3. Bearing claw; 4-4. Spring positioning hole two; 4-5. Through hole four; 5. Cover plate; 5-1. Alignment protrusion one; 5-2. Flange one; 5-3. Through hole five; 6. Inner spline sleeve; 6-1. Inner spline; 6-2. Threaded hole two; 6-3. Flange two; 6-4. Through hole six; 7. Multi-layer piston; 7-1. Conical friction plate; 7-2. Center hole three; 7-3. External spline; 7-4. V-shaped conical groove; 7-5. Conical friction lining; 8. Right piston bushing; 8-1. Center hole four; 8-2. Bearing mounting hole; 8-3. Threaded hole three; 8-4. Piston chamber two; 8-5. Anti-sticking protrusion two; 8-6. Through hole seven; 8-7. Threaded hole four; 8-8. Connecting groove two; 8-9. Air guide groove two; 8-10. Sealing ring; 9. Support rear cover; 9-1. Alignment protrusion two; 9-2. Flange three; 9-3. Threaded hole five; 9-4. Through hole eight; 10. Bearing; 11. Support shaft; 11-1. Flange four; 11-2. Threaded hole six; 11-3. Bearing mounting shaft; 11-4. Threaded hole seven; 12. Bearing limit sleeve; 13. Bearing cover. Detailed Implementation

[0016] Please refer to the following: Figures 1 to 10 ,in, Figure 1 This is a cross-sectional structural schematic diagram of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 2 This is a schematic diagram of the left piston bushing portion of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 3 This is a schematic diagram of the piston section structure of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 4 This is a schematic diagram of the pressure plate part of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 5 This is a schematic diagram of the cover plate structure of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 6 This is a schematic diagram of the inner spline outer sleeve of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 7 This is a schematic diagram of the multi-cone friction plate part of the double-acting multi-layer piston pneumatic clutch of this utility model; Figure 8 This is a schematic diagram of the right piston bushing portion of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 9 This is a schematic diagram of the supporting rear cover part of the double-acting multi-layer piston pneumatic clutch of this utility model. Figure 10This is a schematic diagram of the support shaft structure of the double-acting multi-layer piston pneumatic clutch of this utility model. The double-acting multi-layer piston pneumatic clutch includes: a left piston bushing 1, a central hole 1-1 on one side of the left piston bushing 1, and multiple through holes 1-2, a piston chamber 1-3, and multiple through holes 1-5 on the other side of the left piston bushing 1. Multiple anti-sticking protrusions 1-4 are fixedly installed on the inner wall of the piston chamber 1-3. Multiple threaded holes 1-6 are opened on the inner wall of the multiple through holes 1-5. An air guide groove 1-7 and a connecting groove 1-8 are opened on the inner wall of the left piston bushing 1. The two sides of the air guide groove 1-7... The ends are respectively connected to the central hole 1-1 and the piston chamber 1-3. One end of the connecting groove 1-8 is connected to the air guide groove 1-7. The piston chamber 1-3 is provided with a piston assembly 1. The piston assembly 1 includes a multi-layer piston 2 that is slidably installed in the piston chamber 1-3. A sealing ring 2-1 is fitted on the multi-layer piston 2. A plurality of conical surfaces 2-2 are respectively provided on one side of the multi-layer piston 2. A plurality of bearing grooves 2-3 are respectively opened on the multiple conical surfaces 2-2. A plurality of spring positioning holes 2-4 are respectively opened on the inner wall of the multiple bearing grooves 2-3. The piston assembly 1 also includes multiple springs 3 installed in multiple spring positioning holes 2-4 and a pressure plate 4 installed in the left piston bushing 1. The pressure plate 4 has a center hole 4-1 and multiple through holes 4-2 that are aligned with the multiple through holes 1-2. Multiple bearing claws 4-3 are installed on the pressure plate 4. Multiple spring positioning holes 4-4 are opened on one side of the multiple bearing claws 4-3. The other end of the multiple springs 3 is connected to the inner wall of the multiple spring positioning holes 4-4. Multiple through holes 4-5 that are aligned with the multiple threaded holes 1-6 are opened on one side of the pressure plate 4. The pressure plate 4 is fixedly connected to the left piston bushing 1 by bolts. A cover plate 5 is provided on one side of the pressure plate 4. An alignment protrusion ring 5-1 is provided on one side of the cover plate 5. A flange 5-2 is installed on the outer wall of the cover plate 5. Multiple through holes 5-3 are opened on the flange 5-2. One side of the cover plate 5 is provided with an inner spline sleeve 6. An inner spline 6-1 is installed on the inner wall of the inner spline sleeve 6. Multiple threaded holes 6-2, corresponding to multiple through holes 5-3, are respectively opened on one side of the inner spline sleeve 6. The inner spline sleeve 6 is fixedly connected to the flange 5-2 by bolts. A flange 6-3 is fixedly installed on the outer wall of the inner spline sleeve 6. Multiple through holes 6-4 are respectively opened on the flange 6-3. The key sleeve 6 is provided with a multi-conical friction plate 7. A central hole 7-1 is opened on one side of the multi-conical friction plate 7. An external spline 7-2 is installed on the outer wall of the multi-conical friction plate 7. The external spline 7-2 is adapted to the internal spline 6-1. V-shaped conical grooves 7-3 are opened on both sides of the multi-conical friction plate 7. The two V-shaped conical grooves 7-3 are adapted to multiple conical surfaces 2-2 respectively. Conical friction linings 7-4 are provided on the inverted conical surfaces of the two V-shaped conical grooves 7-3. One side of the multi-conical friction plate 7 is provided with a right piston bushing 8. A central hole 8-1 is opened on one side of the right piston bushing 8. Two bearing mounting holes 8-2 are respectively opened on the inner wall of the central hole 8-1. Multiple threaded holes 8-3 and piston chamber 8-4 are respectively opened on one side of the right piston bushing 8. Multiple anti-sticking protrusions 8-5 are respectively fixedly installed on the inner wall of the piston chamber 8-4. Multiple through holes 7 are respectively opened on the outer wall of the right piston bushing 8. 8-6, multiple threaded holes 8-7 are respectively opened on the inner wall of multiple through holes 8-6, a connecting groove 8-8 is opened on one side of the right piston bushing 8, the connecting groove 8-8 is opposite to the connecting groove 1-8, a guide groove 8-9 is provided between the connecting groove 8-8 and the piston cavity 8-4, a sealing ring 8-10 is provided on the outer wall of one side of the right piston bushing 8, and a piston assembly 2 with the same structure as piston assembly 1 but in the opposite direction is provided in piston cavity 8-4; The right piston bushing 8 has a supporting rear cover 9 on one side. The supporting rear cover 9 has a positioning convex ring 9-1 on one side. The positioning convex ring 9-1 is adapted to the inner wall of the inner spline sleeve 6. The supporting rear cover 9 has a flange 9-2 fixedly installed on the outer wall. The flange 9-2 has a plurality of threaded holes 9-3 that are aligned with a plurality of through holes 6-4. The supporting rear cover 9 is fixedly connected to the flange 6-3 by bolts. The supporting rear cover 9 has a plurality of through holes 9-4 on one side. A support shaft 11 is provided on one side of the support rear cover 9. A flange 11-1 is fixedly installed on the outer wall of the support shaft 11. A plurality of threaded holes 11-2 are respectively opened on the flange 11-1, which are aligned with the plurality of through holes 9-4. The flange 11-1 is fixedly connected to the support rear cover 9 by bolts. A bearing mounting shaft 11-3 is sleeved on the outer wall of the support shaft 11. A plurality of threaded holes 11-4 are respectively opened on the other side of the support shaft 11. Two bearings 10 are respectively installed in the two bearing mounting holes 8-2. The inner walls of the two bearings 10 are connected to the bearing mounting shaft 11-3. A bearing limiting sleeve 12 is sleeved on the bearing mounting shaft 11-3. The bearing limiting sleeve 12 is adapted to the two bearings 10 respectively. A bearing cover 13 is fixedly installed on the support shaft 11 by bolts.

[0017] High-pressure gas is introduced into the piston chambers of the left and right piston bushings, thereby pushing the multi-layer pistons on both sides to press against the conical surfaces on both sides of the multi-conical friction plate. During the pressing process, the gas pressure automatically prioritizes pushing the piston with the least resistance, achieving stable torque transmission. After the gas is disconnected, the left and right multi-layer pistons separate from the multi-conical friction plate under the action of their respective return springs. At the same time, under the limiting end cap and the supporting rear cover, the contact is completely separated, thus achieving separation with zero residual torque. The structure is compact and small in size, with high torque rating, low impact and noise during operation, adaptive and uniform surface contact, high torque stability and accuracy, zero residual torque, low required air pressure, and is safe and reliable.

[0018] The working principle of the double-acting multi-layer piston pneumatic clutch provided by this utility model is as follows: First step: In use, high-pressure gas is pumped in through the air guide groove 1-7 of the left piston bushing 1. The high-pressure gas will travel in two paths. One path directly enters the piston chamber 1-3 of the left piston bushing 1, pushing out the left multi-layer piston 2. The other path of high-pressure gas enters the piston chamber 8-4 of the right piston bushing 8 through the connecting groove 1-8, connecting groove 2-8-8, and air guide groove 2-8-9, pushing out the right multi-layer piston 2. During the pushing out of the multi-layer piston 2, the spring 3 is gradually compressed. For the pistons on both sides, when the resistance of one piston is greater, the air pressure will push the piston with less resistance to continue compressing the spring 3, thereby increasing the resistance. The piston with greater resistance will stop moving forward briefly. When the resistance of the original piston with less resistance is large enough, it will stop moving forward, and the other piston will continue to move forward. Therefore, the forward movement of the pistons on both sides is a rapid adaptive and cyclical fine-tuning process until the pistons on both sides are fully compressed. Therefore, the pressure of the multi-layer pistons 2 on the multiple conical friction pads 7-4 is the same on both sides, and the force is uniform. The torque is further transmitted through the inner spline outer sleeve 6 and the support back cover 9, so the torque transmission is stable. The second step: For pistons on different layers of the same side, it is also a process of adaptive fine-tuning. The difference lies in the fact that the pistons of different layers have different radii, resulting in different gas action areas. Therefore, the stiffness of spring 3 needs to be different to reduce the difference in forward movement. In this invention, the spring stiffness decreases from the outside to the inside and is proportional to the piston side area. Therefore, the movement of the piston is nearly synchronous on a macroscopic level. However, on a microscopic level, the layers of the multi-layer piston 2 advance alternately. Therefore, the mating conical surface 2-2 of each layer of the multi-layer piston 2 and the conical friction lining 7-4 of the multi-conical friction plate 7 gradually contact and press together, thus having a certain buffering and noise reduction effect. On the one hand, since the layers of the multi-layer piston 2 can slide relative to each other, the mating conical surfaces 2-2 and the conical friction linings 7-4 of each layer can fit and contact well. Moreover, the radius of the mating conical surfaces 2-2 of each piston layer is the same as the radius of the corresponding friction linings 7-4, so the contact positive pressure is the same and the air pressure effect is maximized. Therefore, the friction torque that can be transmitted under the simultaneous action of the two multi-layer side pistons 2 is greater, and the torque is more stable and precise. At the same time, since the conical design amplifies the positive pressure, the required air pressure is lower and safer under the same positive pressure. On the other hand, the radial stacked structure of the friction surface makes the overall radial dimension smaller and the adaptability to narrow spaces better. Third step: When the high-pressure air source is disconnected due to overload, each layer of the multi-layer piston 2 on both sides moves to the bottom of its respective piston chamber 1-3 and piston chamber 2-4 under the action of the spring group until it contacts the anti-sticking protrusion 1-4 and anti-sticking protrusion 2-5; at the same time, under the restriction of the alignment protrusion 5-1 of the limiting cover plate 5 and the alignment protrusion 9-1 of the supporting rear cover 9, the multi-cone friction plate 7 completely disengages the mating cone surface 2-2 of each layer of piston and the corresponding friction lining 7-4, realizing the function of zero residual torque disengagement.

[0019] It should be noted that the device structure and accompanying drawings of this utility model mainly describe the principle of this utility model. In terms of the technical aspects of this design principle, the setting of the power mechanism, power supply system and control system of the device is not fully described. However, under the premise that those skilled in the art understand the principle of the above utility model, the specific details of its power mechanism, power supply system and control system can be clearly understood. The control method in the application document is automatic control through a controller. The control circuit of the controller can be implemented by those skilled in the art through simple programming. All standard parts used can be purchased from the market, and can be customized according to the instructions and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the existing technology. The machinery, parts and equipment adopt conventional models in the existing technology, and the structure and principle of the components known to those skilled in the art can be known by those skilled in the art through technical manuals or conventional experimental methods.

[0020] 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, or they can be used directly or indirectly, without departing from the principles and spirit of the present invention. In other related technical fields, the scope of the present invention is defined by the appended claims and their equivalents, and they are similarly included within the patent protection scope of the present invention.

Claims

1. A double-acting multi-layer piston pneumatic clutch, characterized in that, include: A left piston bushing has a central hole on one side and multiple through holes, a piston chamber, and multiple through holes on the other side. Multiple anti-sticking protrusions are fixedly installed on the inner wall of the piston chamber. Multiple threaded holes are formed on the inner walls of the through holes. An air guide groove and a connecting groove are formed on the inner wall of the left piston bushing. The two ends of the air guide groove are connected to the central hole and the piston chamber, respectively, and one end of the connecting groove is connected to the air guide groove. A piston assembly is provided inside the piston chamber. The piston assembly includes a multi-layered piston that is slidably installed within the piston chamber. A sealing ring is fitted on the multi-layered piston. Multiple conical surfaces are provided on one side of the multi-layered piston, and multiple bearing grooves are formed on each of the conical surfaces. Multiple spring positioning holes are formed on the inner walls of the bearing grooves.

2. The double-acting multi-layer piston pneumatic clutch according to claim 1, characterized in that: The piston assembly 1 also includes multiple springs installed in multiple spring positioning holes 1 and a pressure plate disposed in the left piston bushing. The pressure plate has a central hole 2 and multiple through holes 3 that are aligned with the multiple through holes 1. Multiple bearing claws are installed on the pressure plate. Multiple spring positioning holes 2 are opened on one side of the multiple bearing claws. The other end of the multiple springs is connected to the inner wall of the multiple spring positioning holes 2. Multiple through holes 4 that are aligned with the multiple threaded holes 1 are opened on one side of the pressure plate. The pressure plate and the left piston bushing are fixedly connected by bolts. A cover plate is provided on one side of the pressure plate. An alignment protrusion ring 1 is provided on one side of the cover plate. A flange 1 is installed on the outer wall of the cover plate. Multiple through holes 5 are opened on the flange 1.

3. The double-acting multi-layer piston pneumatic clutch according to claim 2, characterized in that: One side of the cover plate is provided with an inner spline sleeve, and an inner spline is installed on the inner wall of the inner spline sleeve. Multiple threaded holes are respectively opened on one side of the inner spline sleeve, corresponding to multiple through holes five. The inner spline sleeve is fixedly connected to flange one by bolts. Flange two is fixedly installed on the outer wall of the inner spline sleeve, and multiple through holes six are respectively opened on flange two. A multi-conical friction plate is provided inside the inner spline sleeve. A central hole three is opened on one side of the multi-conical friction plate. An external spline is installed on the outer wall of the multi-conical friction plate, and the external spline is adapted to the internal spline. V-shaped conical grooves are opened on both sides of the multi-conical friction plate, and the two V-shaped conical grooves are respectively adapted to multiple conical surfaces. Conical friction linings are provided on the inverted conical surfaces of the two V-shaped conical grooves.

4. The double-acting multi-layer piston pneumatic clutch according to claim 3, characterized in that: One side of the multi-conical friction plate is provided with a right piston bushing. A central hole four is opened on one side of the right piston bushing. Two bearing mounting holes are respectively opened on the inner wall of the central hole four. Multiple threaded holes three and piston chamber two are respectively opened on one side of the right piston bushing. Multiple anti-sticking protrusions two are respectively fixedly installed on the inner wall of the piston chamber two. Multiple through holes seven are respectively opened on the outer wall of the right piston bushing. Multiple threaded holes four are respectively opened on the inner wall of the multiple through holes seven. A connecting groove two is opened on one side of the right piston bushing. The connecting groove two is opposite to the connecting groove one. A guide groove two is provided between the connecting groove two and the piston chamber two. A sealing ring is provided on the outer wall of one side of the right piston bushing. A piston assembly two with the same structure as the piston assembly one but in the opposite direction is provided in the piston chamber two.

5. The double-acting multi-layer piston pneumatic clutch according to claim 4, characterized in that: The right piston bushing has a support cover on one side, and a second alignment ring on one side of the support cover. The second alignment ring is adapted to the inner wall of the inner spline sleeve. A flange is fixedly installed on the outer wall of the support cover. The flange has multiple threaded holes five that are aligned with multiple through holes six. The support cover is fixedly connected to the flange two by bolts. A multiple through holes eight are provided on one side of the support cover.

6. The double-acting multi-layer piston pneumatic clutch according to claim 5, characterized in that: A support shaft is provided on one side of the support rear cover. A flange four is fixedly installed on the outer wall of the support shaft. The flange four has multiple threaded holes six that are aligned with multiple through holes eight. The flange four is fixedly connected to the support rear cover by bolts. A bearing mounting shaft is sleeved on the outer wall of the support shaft. Multiple threaded holes seven are provided on the other side of the support shaft. Two bearings are installed in two bearing mounting holes respectively. The inner walls of the two bearings are connected to the bearing mounting shaft. A bearing limiting sleeve is sleeved on the bearing mounting shaft. The bearing limiting sleeve is adapted to the two bearings respectively. A bearing cover is fixedly installed on the support shaft by bolts.

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