A clutch device for a main drive component of a cold header

Abstract

The utility model discloses a kind of clutching devices of cold header main drive components, including the clutching device of independent installation in workbench, the clutching device includes the clutch seat of being fixed to the outside of workbench, the clutch shaft of being rotatably arranged in clutch seat, pneumatic brake element and pneumatic clutch element, small gear and pulley are equipped on the clutch shaft, the gas expansion shaft is sleeved on the outer two sides of the clutch shaft, buffer gasket is equipped in the gas expansion shaft bore, the small gear inside is equipped with horizontal groove, the clutch shaft is correspondingly equipped with lug, the lug is clamped into horizontal groove and cooperates bolt fixed small gear;The utility model can replace the structure that gas expansion shaft and clutch shaft directly rigidly cooperate in prior art, effectively absorb the power impact when starting and the braking inertial force when stopping, and the effective positioning of small gear can be realized, to meet the high speed, high-precision, high-reliability cold heading production demand.

Description

Technical Field

[0001] This utility model relates to the field of cold heading equipment technology, and more specifically to a clutch device for the main drive component of a cold heading machine. Background Technology

[0002] Cold heading machines are commonly used metal cold forming equipment, and the performance of their main drive components directly affects the machine's working efficiency and machining accuracy. Existing cold heading machine main drive components typically include a clutch device, which consists of a clutch seat, clutch shaft, pneumatic brake elements, and pneumatic clutch elements.

[0003] The existing Chinese utility model for the main transmission component of a cold heading machine, with publication number CN212822429U, features a clutch device that enables rapid clutch response and avoids excessive deformation of the main crank gear shaft, providing a basic technical guarantee for high-speed cold heading operations. However, this utility model also has the following problems: the inner hole of the air shaft of the pneumatic clutch device is directly fitted onto the outer end of the clutch shaft, and the inner hole of the air shaft of the pneumatic brake element is directly fitted onto the inner end of the clutch shaft, lacking a buffer structure. This "rigid engagement / braking" can cause "tooth grinding" at the meshing point between the pinion and the large gear on the main crank gear shaft due to the power impact during startup, accelerating tooth surface wear. In addition, in the existing technology, the pinion and clutch shaft are usually positioned using an interference fit and bolts, but during high-speed rotation, issues such as lateral movement, uneven load, and wear can still occur, causing the pinion and clutch shaft to not maintain a constant gap-free relationship, potentially preventing the pinion from driving the clutch shaft to rotate. Furthermore, when the pinion is damaged and needs to be replaced, the interference fit makes it easy to disassemble and replace, causing wear and affecting the maintenance efficiency and service life of the equipment. Therefore, this utility model proposes a clutch device for the main drive component of a cold heading machine. Utility Model Content

[0004] The purpose of this utility model is to provide a clutch device for the main transmission component of a cold heading machine, which can replace the existing structure in which the air shaft and clutch shaft are directly rigidly matched. It can effectively absorb the power impact during startup and the braking inertia force during shutdown, and can achieve effective positioning of the pinion, thereby meeting the requirements of high-speed, high-precision and high-reliability cold heading production.

[0005] To achieve the above objectives, this utility model provides the following technical solution: A clutch device for the main drive component of a cold heading machine includes a clutch device independently mounted on a worktable. The clutch device includes a clutch seat fixed to the outside of the worktable, a clutch shaft rotatably disposed within the clutch seat, a pneumatic brake element, and a pneumatic clutch element. A pinion and a pulley are provided on the clutch shaft. The pneumatic clutch element is sleeved on one side of the clutch shaft and fixedly connected to the pulley. The pneumatic brake element is sleeved on the other side of the clutch shaft. Air shafts are sleeved on both sides of the clutch shaft. The outer sides of the air shafts abut against the inner sides of the pneumatic clutch element and the pneumatic brake element, respectively. Buffer pads are provided in the inner holes of the air shafts. A transverse groove is provided on the inner side of the pinion. A corresponding protrusion is provided on the clutch shaft. The protrusion is engaged in the transverse groove and is used to fix the pinion with bolts.

[0006] Furthermore, the buffer pad is a copper-based soft pad with a thickness of 1-1.5mm. The inner hole of the buffer pad is tightly fitted to the end of the clutch shaft, and the outer edge does not exceed the range of the inner hole of the corresponding air shaft.

[0007] Furthermore, the buffer pad fully conforms to the inner wall of the corresponding air shaft, forming an annular buffer contact structure.

[0008] Furthermore, the bump and the clutch shaft are integrally formed, and the number of the bumps is the same as the number of transverse grooves on the inner side of the pinion and they are evenly distributed.

[0009] Furthermore, the bolt connection between the pinion and the clutch shaft is evenly distributed, with equidistant distribution along the circumferential direction of the pinion end face.

[0010] Furthermore, the pulley is rotatably mounted on the clutch shaft via a rolling bearing.

[0011] Furthermore, the journals at both ends of the clutch shaft are provided with a wear-resistant coating with a thickness of 0.05-0.1mm and the coating material is chromium nitride.

[0012] Beneficial effects: This invention replaces the existing structure of direct rigid engagement between the air shaft and clutch shaft by setting buffer pads in the inner holes of the air shafts of the pneumatic clutch and pneumatic brake components. This effectively absorbs the power impact during startup and the braking inertia force during shutdown, reducing the starting power impact by 40%-50%, reducing the wear at the meshing point of the pinion and gear by 30%, and reducing the axial movement of the clutch shaft. This significantly reduces tooth wear and shaft wear, extending the service life of gears, clutch shafts, and bearings. This invention achieves precise circumferential positioning of the pinion and clutch shaft through a transverse groove and protrusion snap-fit ​​structure. Combined with the axial clamping of bolts, it forms a double fixing effect, which can effectively resist centrifugal force and meshing reaction force during high-speed operation, preventing relative slippage or increased clearance between the pinion and clutch shaft. This ensures that the pinion continuously and stably drives the clutch shaft to rotate, preventing power transmission idleness or failure, and ensuring continuous production of the equipment. Attached Figure Description

[0013] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0014] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the cross-sectional structure of the present invention; Figure 3 This utility model Figure 2 Enlarged structural diagram at point A in the middle; Figure 4 This is a schematic diagram of the pinion structure of this utility model.

[0015] Reference numerals in the attached drawings: 1. Pneumatic clutch element; 2. Pulley; 3. Clutch shaft; 301. Protrusion; 4. Pinion; 401. Cross groove; 5. Pneumatic brake element; 6. Clutch seat; 7. Air shaft; 9. Buffer pad. Detailed Implementation

[0016] like Figure 1 As shown in this specific embodiment, a clutch device for the main transmission component of a cold heading machine includes a clutch device independently installed on the workbench. The clutch device includes a clutch seat 6 fixed to the outside of the workbench, a clutch shaft 3 rotatably disposed within the clutch seat 6, a pneumatic brake element 5, and a pneumatic clutch element 1. A pinion 4 and a pulley 2 are provided on the clutch shaft 3. The pinion 4 meshes with the large gear of the main crank gear shaft. The pulley 2 is driven by the main motor belt. The pulley 2 is rotatably sleeved on the clutch shaft 3 through a rolling bearing. Compared with sliding friction cooperation, this significantly reduces the frictional resistance between the pulley 2 and the clutch shaft 3, ensuring that the pulley 2 can rotate freely when the pneumatic clutch element 1 is not engaged, thereby reducing power loss.

[0017] like Figures 2 to 3As shown, the pneumatic clutch element 1 is sleeved on one side of the clutch shaft 3 and fixedly connected to the pulley 2. The pneumatic brake element 5 is sleeved on the other side of the clutch shaft 3. Air shafts 7 are sleeved on both sides of the clutch shaft 3. The outer sides of the air shafts 7 abut against the inner sides of the pneumatic clutch element 1 and the pneumatic brake element 5, respectively. Buffer pads 9 are provided in the inner holes of the air shafts 7. The buffer pads 9 can replace the rigid fit of the clutch shaft 3 directly sleeved in the inner hole of the air shaft 7 in the prior art, realizing flexible braking between the pneumatic element and the clutch shaft 3, reducing power impact during startup, reducing gear meshing and wear, and alleviating axial movement of the clutch shaft 3 when stopping. The buffer pads 9 are 1-1.5mm thick copper-based soft pads. Copper-based soft pads have both flexibility and wear resistance, which can effectively absorb power impact and braking inertia force, and withstand the pressure when the air shaft 7 and the clutch shaft 3 are engaged. They are not easily damaged by long-term use. Deformation or breakage extends the service life of the gasket. The combination of a thickness of 1-1.5mm and a soft copper base material can reduce the power impact during startup by 40%-50%, reduce the wear at the meshing point of the pinion 4 and the gear by 30%, and reduce the axial movement of the clutch shaft 3 from 0.1-0.15mm to 0.03-0.05mm when stopping. This further solves the transmission damage and precision reduction problems caused by rigid engagement braking. The inner hole of the buffer gasket 9 fits tightly with the end of the clutch shaft 3, and the outer edge does not exceed the range of the inner hole of the corresponding air shaft 7. The buffer gasket 9 and the inner hole wall of the corresponding air shaft 7 are fully fitted to form a ring-shaped buffer contact structure, which limits the outer edge of the gasket to not exceeding the range of the inner hole of the air shaft 7. This prevents the gasket from protruding and causing the air shaft 7 to fail to inflate properly and hold the clutch shaft 3, or to cause friction interference with other components, ensuring the stable operation of the flexible engagement braking structure.

[0018] like Figure 2 and Figure 4As shown, the inner side of the pinion 4 has a transverse groove 401, and the clutch shaft 3 has a corresponding protrusion 301. The protrusion 301 is engaged with the transverse groove 401 and fixed to the pinion 4 with bolts. This engagement structure, using the transverse groove 401 on the inner side of the pinion 4 and the corresponding protrusion 301 on the clutch shaft 3, along with bolt positioning, replaces the traditional interference fit bolt connection method. This avoids axial movement and uneven load under high-speed rotation and eliminates the need for forced disassembly of the interference fit structure, facilitating the replacement of the pinion 4. The protrusion 301 and the clutch shaft 3 are integrally formed. Compared to welded or assembled protrusions 301, this avoids stress concentration at the connection point, improves the fracture resistance of the protrusion 301 under high-speed rotation and meshing impact, and enhances the overall rigidity of the connection between the pinion 4 and the clutch shaft 3. The number of protrusions 301 and the number of transverse grooves 401 on the inner side of the pinion 4 are the same and evenly distributed. The number of protrusions 301 and the number of transverse grooves 401 are the same and evenly distributed. When the pinion 4 transmits power, the torque is distributed through the contact surfaces of multiple evenly distributed protrusions 301 and transverse grooves 401, avoiding uneven load caused by excessive local force and further improving transmission stability. The bolt connection between the pinion 4 and the clutch shaft 3 is evenly distributed and equidistantly distributed along the circumferential direction of the end face of the pinion 4. The evenly distributed bolts can further restrict the axial displacement of the pinion 4. Together with the circumferential positioning of the protrusions 301 and transverse grooves 401, a double fixing structure of circumferential snap-fit ​​and axial compression is formed, which completely solves the problem of pinion 4 moving due to loose bolts in the existing interference fit connection, and ensures that the pinion 4 continuously and effectively drives the clutch shaft 3 to rotate.

[0019] Both ends of the clutch shaft 3 are coated with a wear-resistant coating with a thickness of 0.05-0.1mm. The coating material is chromium nitride. The chromium nitride coating has high hardness and excellent wear resistance. It can form a protective layer on the surface of the journals at both ends of the clutch shaft 3, which greatly improves the ability of the journals to resist the clamping friction of the air shaft 7 and the braking friction. It avoids the journal wear caused by long-term rigid engagement braking in the prior art, prevents the increase of the clearance between the clutch shaft 3 and the bearing in the clutch seat 6, maintains the stability of transmission accuracy, and solves the problem of accuracy decay.

[0020] Working principle: This invention solves the core problems of rigid engagement braking and unstable pinion 4 connection in the prior art by optimizing the structural design of the clutch device. Regarding the realization of flexible engagement, pulley 2 is connected to the main motor via a belt. After the main motor starts, it drives pulley 2 to rotate freely around clutch shaft 3. When power needs to be transmitted to the cold heading machine actuator, the pneumatic clutch element 1 is vented, and its internal air shaft 7 is inflated. Because the inner hole of the air shaft 7 is pre-set with a buffer pad 9, the air shaft 7 does not directly and rigidly contact the clutch shaft 3 after expansion. Instead, it indirectly grips the clutch shaft 3 through the buffer pad 9. The buffer pad 9 can absorb the power impact at the moment of engagement between the air shaft 7 and the clutch shaft 3, forming a flexible engagement. The pulley 2 is fixedly connected to the pneumatic clutch element 1. After the pneumatic clutch element 1 holds the clutch shaft 3 through the buffer pad 9, the rotational power of the pulley 2 is transmitted to the clutch shaft 3 through the pneumatic clutch element 1 and the buffer pad 9 in sequence. The clutch shaft 3 is fixed to the pinion 4 through the structure of the protrusion 301 and the transverse groove 401, which in turn drives the pinion 4 to rotate. The pinion 4 meshes with the large gear on the main crank gear shaft, and finally transmits the power to the cold heading machine actuator to drive the mold to complete the cold heading operation. Regarding the realization of flexible braking, when it is necessary to stop the machine or switch processes, the pneumatic clutch element 1 is de-aired, the air shaft 7 is depressurized and reset, and is separated from the clutch shaft 3. The power transmission between the pulley 2 and the clutch shaft 3 is interrupted. At the same time, the pneumatic brake element 5 is ventilated, and the air shaft 7 inside is inflated and expanded. It also indirectly holds the clutch shaft 3 through the buffer pad 9 in the inner hole. The buffer shim 9 can absorb the braking inertial force when the clutch shaft 3 rotates at high speed, avoiding the impact caused by the direct rigid contact between the air shaft 7 and the clutch shaft 3, thus achieving flexible braking. The flexible buffering effect of the buffer shim 9 can significantly reduce the axial force at the moment of braking, reduce the axial movement of the clutch shaft 3 (from the original 0.1-0.15mm to 0.03-0.05mm), and at the same time avoid excessive wear of the bearings in the clutch shaft 3 and the clutch seat 6 due to rigid braking, maintaining transmission accuracy. Regarding the stable transmission of the pinion 4, the inner side of the pinion 4 is provided with a transverse groove 401, and the corresponding position of the clutch shaft 3 is provided with a protrusion 301. The protrusion 301 is engaged with the transverse groove 401 to achieve circumferential positioning. With the axial pressing of the bolt, a double fixing structure of circumferential engagement and axial fastening is formed, replacing the traditional interference fit. This structure can effectively limit the relative movement and off-center load between the pinion 4 and the clutch shaft 3, ensuring that the two always rotate on the same axis, avoiding power transmission idle caused by the increase of the fit clearance during high-speed operation, ensuring that the pinion 4 continuously and stably drives the clutch shaft 3 to rotate, and maintaining power transmission efficiency.

[0021] Regarding the operating procedure, confirm that all components of the clutch device are properly assembled, the clutch seat 6 is fixed to the outside of the worktable without looseness, the clutch shaft 3 rotates flexibly without jamming, the pinion 4 is properly engaged with the protrusion 301 and transverse groove 401 of the clutch shaft 3 and the bolts are tightened, and the buffer pad 9 is not misaligned. Check whether the air circuit connection of the pneumatic clutch element 1 and the pneumatic brake element 5 is unobstructed and without air leakage. Confirm that the pneumatic system pressure is normal. Check whether the belt connection between pulley 2 and the main motor is properly tensioned, and whether the meshing of the pinion 4 and the large gear of the main crank gear shaft is abnormal. Turn on the main motor of the cold heading machine. The main motor drives pulley 2 to rotate around the clutch shaft 3 via the belt. Air is supplied to the pneumatic clutch element 1 through the control system. The air shaft 7 is inflated and expands, indirectly gripping the clutch shaft 3 through the buffer pad 9 to achieve flexible engagement. The power of pulley 2 is transmitted to the clutch shaft 3, driving the pinion 4 to rotate. The pinion 4 meshes with the large gear, transmitting power to the main crank gear shaft, which drives the cold heading machine's actuator (mold) to begin batch cold heading processing. During operation, the buffer pad 9 continuously absorbs power impacts, reducing gear wear and clutch shaft 3 movement. When a shutdown or process change is required, the control system controls the pneumatic clutch element 1 to cut off air, the air shaft 7 depressurizes and resets, separating from the clutch shaft 3, interrupting power transmission between pulley 2 and clutch shaft 3. Simultaneously, air is supplied to the pneumatic brake element 5, inflating the air shaft 7 and indirectly gripping the clutch shaft 3 via the buffer pad 9, achieving flexible braking. Under the buffering effect, the clutch shaft 3 smoothly stops rotating, and the pinion 4 and large gear cease meshing, completely cutting off power transmission. After the clutch shaft 3 has completely stopped, the main motor is turned off. The condition of vulnerable parts such as the pinion 4 and buffer pad 9 can be checked as needed. If the pinion 4 needs to be replaced, simply unscrew the fixing bolts, separate the pinion 4 from the clutch shaft 3, replace it, and then re-clamp and tighten the bolts.

[0022] The above are merely preferred embodiments of this utility model. The protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are within its protection scope. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of this utility model should also be considered within its protection scope.

Claims

1. A clutch device for the main transmission component of a cold heading machine, comprising a clutch device independently mounted on a worktable, the clutch device comprising a clutch seat (6) fixedly mounted on the outside of the worktable, a clutch shaft (3) rotatably disposed within the clutch seat (6), a pneumatic brake element (5), and a pneumatic clutch element (1), characterized in that, The clutch shaft (3) is provided with a small gear (4) and a pulley (2). The pneumatic clutch element (1) is sleeved on one side of the clutch shaft (3) and fixedly connected to the pulley (2). The pneumatic brake element (5) is sleeved on the other side of the clutch shaft (3). Air shafts (7) are sleeved on both sides of the clutch shaft (3). The outer side of the air shaft (7) abuts against the inner side of the pneumatic clutch element (1) and the pneumatic brake element (5) respectively. The inner hole of the air shaft (7) is provided with buffer pads (9). The inner side of the small gear (4) is provided with a transverse groove (401). The clutch shaft (3) is provided with a corresponding protrusion (301). The protrusion (301) is inserted into the transverse groove (401) and the small gear (4) is fixed with bolts.

2. The clutch device for the main drive component of a cold heading machine according to claim 1, characterized in that, The buffer pad (9) is a copper-based soft pad with a thickness of 1-1.5mm. The inner hole of the buffer pad (9) is tightly fitted with the end of the clutch shaft (3), and the outer edge does not exceed the range of the inner hole of the corresponding air shaft (7).

3. The clutch device for the main drive component of a cold heading machine according to claim 2, characterized in that, The buffer pad (9) is fully fitted with the inner wall of the corresponding air shaft (7) to form an annular buffer contact structure.

4. The clutch device for the main drive component of a cold heading machine according to claim 1, characterized in that, The protrusion (301) and the clutch shaft (3) are integrally formed. The number of protrusions (301) is the same as the number of transverse grooves (401) on the inner side of the pinion (4) and they are evenly distributed.

5. The clutch device for the main drive component of a cold heading machine according to claim 4, characterized in that, The bolt connection between the pinion (4) and the clutch shaft (3) is evenly distributed and equidistantly distributed along the circumferential direction of the end face of the pinion (4).

6. The clutch device for the main drive component of a cold heading machine according to claim 1, characterized in that, The pulley (2) is rotatably mounted on the clutch shaft (3) via a rolling bearing.

7. The clutch device for the main drive component of a cold heading machine according to claim 1, characterized in that, The clutch shaft (3) has a wear-resistant coating at both ends of the journal, with a coating thickness of 0.05-0.1mm and a coating material of chromium nitride.

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