CN109611465B - Centrifugal permanent-magnet automatic clutch with rotation speed and torque double-parameter control - Google Patents
Centrifugal permanent-magnet automatic clutch with rotation speed and torque double-parameter control Download PDFInfo
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- CN109611465B CN109611465B CN201811616613.2A CN201811616613A CN109611465B CN 109611465 B CN109611465 B CN 109611465B CN 201811616613 A CN201811616613 A CN 201811616613A CN 109611465 B CN109611465 B CN 109611465B
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- centrifugal
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- rotating speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
- F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
- F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/20—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure
- F16D43/21—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members
- F16D43/211—Automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure with friction members with radially applied torque-limiting friction surfaces
Abstract
A centrifugal permanent-magnet automatic clutch with rotation speed and torque dual-parameter control comprises centrifugal assemblies, a magnetic energy storage mechanism and a quick reset mechanism, wherein the centrifugal assemblies, the magnetic energy storage mechanism and the quick reset mechanism are symmetrically arranged in a balanced mode. The clutch state switching is controlled by respectively using the rotating speed parameter and the torque parameter, the combined rotating speed is different from the disengaging rotating speed, the state is stable and disturbance-free after switching, the misoperation can not be generated, the state switching time is short, the slipping is not generated during the combination, the low-efficiency state transition rotating speed interval does not exist, the loss of parts and energy is extremely low, the structure is simple, the reliability and the durability are easily realized, and the manufacturing, the using and the maintenance cost are low. The automatic transmission system is particularly suitable for the 2-gear automatic transmission system for the electric vehicle.
Description
Technical Field
The invention relates to an automatic clutch, in particular to a clutch device for automatically switching transmission lines in a mechanical speed change system.
Background
The pure mechanical automatic clutch is a basic component forming a complex transmission system, can automatically realize combination or disconnection according to mechanical parameters such as force values, speeds, positions and the like, thereby changing the working state of a transmission line or a mechanical system, realizing matching between power and load, and having the action similar to that of a mechanical switch or an electronic switch component of an electrical system. Automatic transmissions for vehicles typically include a plurality of clutches which are controlled or automatically controlled. The automatic clutch for the vehicle requires enough power capacity, proper conversion time, very low power loss, exact and stable state, disturbance resistance, simple and reliable structure, durability and low manufacturing, using and maintaining cost.
Since these requirements are objectively constrained, the prior art does not well meet these requirements. The existing automatic clutch for the gearbox mostly adopts a centrifugal clutch, the rotating speed is taken as a parameter, the transmission is realized by utilizing centrifugal force and friction, the centrifugal force is proportional to the square of the rotating speed, the centrifugal force minus the spring reaction force is pressing force, the pressing force is multiplied by the friction coefficient and is equal to the friction force, a clutch switching point n1 is set by the initial value of a spring, the friction force near the clutch switching point n1 is very small, enough torque cannot be provided to realize the transmission, the clutch can be stably combined only when enough friction force is generated at the higher rotating speed n2, and in the process of n1-n2, the transmission efficiency is reduced because friction loss is generated by slipping between friction surfaces. If the load speed is exactly between n1 and n2 in actual use, the system will always operate inefficiently, the larger the transmission ratio, the wider the interval, the more losses, which is not justified (see fig. 1). The mere use of a spring simply determines a clutch switching point n1 at which engagement and final disengagement occur, and the problem of high losses cannot be avoided. Early small displacement motorcycles, such as the 50 two speed automatic transmission of honda suzuki, were centrifugal friction clutches used which were automatically engaged at 2000 rpm, but did not achieve sufficient friction torque to complete gear shifting until 3000 rpm, during which the transmission efficiency was very low. Because the speed range of the small-displacement motorcycle is not wide, the effective rotating speed of the engine is usually more than 3000 r/min, and the problem is not obvious. Motorcycles with larger displacement have not been used with such automatic transmissions. The deficiencies of the existing centrifugal friction clutch limit its application, particularly in electric vehicles.
Disclosure of Invention
The invention aims to design an automatic clutch, which utilizes the advantages of simple structure, soft self-adaptive conversion and no impact of a centrifugal friction clutch, but has different combination points and disconnection points, short clutch switching time, no low-efficiency rotating speed transition interval, definite and stable state, disturbance resistance, simplicity, reliability, durability and low manufacturing, using and maintaining cost.
A centrifugal permanent-magnet automatic clutch with rotation speed and torque dual-parameter control is disclosed. The centrifugal clutch comprises a transmission part A, a transmission part B, and 2 to 3 groups of centrifugal assemblies and reset mechanisms, and is characterized in that each group of centrifugal assemblies are symmetrically arranged in a balanced manner, and a magnetic energy storage mechanism and a moment reset mechanism are additionally arranged between the centrifugal assemblies except for a spring reset mechanism adopted by a conventional centrifugal clutch;
the magnetic energy storage mechanism is used for storing enough centrifugal force energy in the process of increasing the rotating speed, and quickly releases and converts the centrifugal force energy into binding force when the clutch is combined, so that slipping is prevented;
the moment resetting mechanism is used in the process of reducing the rotating speed, when the designed friction moment is about to be smaller than the load moment, a radial component force is generated through the inclined plane to push the centrifugal block B to move towards the center of the clutch, so that the air gap 7-1 is reduced, the magnetic pole suction force is caused to be rapidly increased to attract the centrifugal block B, and then the centrifugal block A returns along with the radial component force, and the centrifugal block A has the bistable switch characteristic in combination with the fact that the rotating speed n2 is higher than the disengaging rotating speed n 3;
the said invention eliminates the slipping rotation speed interval of common automatic centrifugal friction clutch caused by long engaging and disengaging process and reduces the power and parts loss.
The centrifugal assembly comprises a centrifugal block A and a centrifugal block B, the outer arc surface of the centrifugal block A is connected with the friction piece, the inner arc surface of the centrifugal block A is in matched contact with the outer arc surface of the centrifugal block B, gaps are reserved on the two sides in the circumferential direction, and the centrifugal blocks A, B can rotate relatively by a certain angle; the centrifugal block B is connected with the transmission part A through a sliding transmission pair, can slide mutually in radial direction and can transmit torque. The centrifugal blocks A are connected through springs, and the tension of the springs is preset, so that the centrifugal blocks A tend to contract.
The magnetic energy storage mechanism is positioned between each group of centrifugal assemblies, is fixedly connected with the transmission piece A, and comprises a magnet and a magnetic pole, wherein the magnetic pole comprises an N pole and an S pole, the magnet is positioned between the N pole and the S pole, the magnetic pole surface is matched with the end surface of the centrifugal block B and attracts the centrifugal block B, and the magnetic pole and the centrifugal block B are made of materials with good magnetic conductivity.
The torque reset mechanism is composed of a cylindrical roller and a symmetrical inclined plane groove arranged between a centrifugal block A and a centrifugal block B.
The technical scheme of the invention respectively uses the rotating speed and the torque parameter to control the clutch state switching, and the automatic clutch has the outstanding advantages and technical effects that: firstly, the switching time of the combined state and the disconnected state is short, the combined state and the disconnected state do not slide, and the loss of parts and energy is extremely low; secondly, the combined rotating speed (torque) is different from the disengaging rotating speed (torque), and a state transition rotating speed interval with low efficiency does not exist; thirdly, the switched state is stable and disturbance-free, the state can not be changed frequently, false operation can not be generated, and the switch has the switching characteristic of a bistable trigger or a Schmitt trigger. Fourthly, the structure is simple, the reliability and the durability are easy to realize, and the manufacturing, the use and the maintenance cost are low.
Drawings
Fig. 1, mechanical characteristics of a centrifugal clutch of the prior art. The abscissa is the rotational speed, the ordinate is the torque, f (n) is the observation torque, proportional to the 2 nd power of the rotational speed, r (n) is the load torque, which is an inversely proportional function of the rotational speed, n1 is the initial engagement rotational speed, n2 is the engagement completion rotational speed, K is the spring force value, H is the load force balance value, and the shaded area between n1 and n2 is the energy lost by frictional slip. Therefore, the state transition time of the centrifugal clutch in the prior art is long, and the half-clutch slipping phenomenon exists in a certain rotating speed interval.
Fig. 2, the operating characteristics of the centrifugal permanent magnet automatic clutch of the present invention. Due to the action of magnetic force, the combination rotating speed is increased to n2, and at the moment, the friction torque is far greater than the load torque, so that complete combination is ensured without slipping; n3 is disengaged from the rotating speed, the friction torque is reduced to be close to the slipping point, the torque mechanism enables the centrifugal block to reset rapidly, and the friction force disappears completely. Therefore, the centrifugal permanent magnet automatic clutch only has 2 stable states, the state conversion has the switching characteristic, and the loss is low.
Fig. 3 shows the specific structure of the centrifugal permanent magnet automatic clutch of the invention, and the structure is symmetrical. The clutch in the figure is in a non-combined state, the centrifugal block A is not contacted with the transmission piece B, the centrifugal block B is attracted with the magnetic pole 7, and the air gap 7-1 is zero.
Fig. 4 shows the combination state of the centrifugal permanent magnet automatic clutch of the invention. The centrifugal block moves outwards, the friction plate 5 is in pressed contact with the transmission piece 2, the transmission piece A, B rotates synchronously, an air gap is formed between the centrifugal block 4 and the magnetic pole 7, the magnetic force almost disappears, and all the magnetic force is converted into positive pressure required by frictional combination.
Fig. 5 is a view for explaining a process in which the rotational speed is reduced to reach the set torque value H2 (see fig. 2) due to an increase in load, and the quick disengagement is being performed. Under the action of torque, the centrifugal block A extrudes the centrifugal block B through the inclined surface and the roller and is staggered a little, the centrifugal block B moves towards the direction of the magnetic pole, the air gap 7-1 is reduced, the magnetic force is squared and rapidly increased, and the centrifugal block is caused to rapidly return.
Fig. 6 shows one of application examples of the clutch of the present invention. This is a system diagram of a 2-speed automatic transmission. The clutch assembly comprises a power input shaft I, a clutch assembly C1, a low-speed gear pair z1/z2, a high-speed gear pair z3/z4, an overrunning clutch C2 and a power output shaft II.
The clutch is not combined at low speed, the power transmission route is power input shaft I → gear z1 → gear z2 → overrunning clutch C2 → power output shaft II, the transmission ratio is large, and the output torque is large; when the speed rises to the shift point n2, the clutch C1 is engaged, the power transmission route is switched to power input shaft i → clutch C1 → gear z4 → gear z3 → power output shaft ii, the transmission ratio is small, the output speed is high, the overrunning clutch C2 is decoupled, and z2 idles at low speed.
Reference numbers for parts in fig. 3 to 6 indicate:
1 driving medium A1-1 gap 1-2 slide block
2 transmission part B3 centrifugal block A3-1 arc groove
4 centrifugal part B4-1 inclined plane 4-2 sliding groove
5 friction plate 6 cylindrical roller 7 magnetic pole
7-1 air gap 8 permanent magnet 9 screw
10 reset spring 11 pin J centrifugal assembly
M magnetic energy storage mechanism C1 clutch assembly C2 overrunning clutch
z1 Low Gear drive tooth z2 Low Gear driven tooth z3 high Gear driven tooth
And the z4 high-speed gear driving tooth I and the power input shaft II are connected with the power output shaft.
Detailed Description
The invention discloses a technical scheme of a centrifugal permanent magnet automatic clutch with rotation speed and torque double-parameter control, which is shown in figure 3. The structure is as follows: the transmission part A is positioned at the center, the transmission part B is positioned at the excircle, and two groups of centrifugal assemblies, reset springs, magnetic energy storage mechanisms and moment reset mechanisms (3 groups can also be arranged) are symmetrically arranged between the transmission part A and the transmission part B.
The centrifugal block A, the centrifugal block B and the cylindrical roller 6 form a centrifugal assembly, a chute 4-2 on the centrifugal block B is matched with a rectangular sliding block 1-2 on a transmission piece A, the centrifugal block B can only move along the radial direction of the rectangular sliding block 1-2 and can transmit torque at the same time, the outer arc surface of the centrifugal block A is connected with a friction piece 5, the radius of the arc surface of the friction piece is equal to the inner diameter of the arc surface of the transmission piece B, the inner arc surface of the centrifugal block A is in matched contact with the outer arc surface of the centrifugal block B, gaps 1-1 are reserved on the two sides in the circumferential direction, so that the centrifugal blocks A, B can rotate relatively for a certain angle, two groups of centrifugal blocks A are connected through a return spring, and the return spring is a tension spring which is preset.
Two pairs of magnetic energy storage mechanisms are symmetrically positioned between the centrifugal blocks B, each pair of magnetic energy storage mechanisms comprises a permanent magnet 8 and a magnetic pole 7, each magnetic pole comprises an N pole and an S pole, the magnet 8 is positioned between the N pole and the S pole, the magnetic energy storage mechanisms are connected to the transmission part A through screws 9, the magnetic poles are matched with the end faces of the centrifugal blocks B and attract the centrifugal blocks B, and air gaps 7-1 are zero during attraction; the magnetic pole and the centrifugal block B are made of materials with good magnetic conductivity. The magnetic energy storage mechanism increases the combination rotating speed to n2, and the centrifugal block can move outwards only when the centrifugal force of the centrifugal block is larger than the sum of the tension of the reset spring and the magnetic tension, so that the clutch is combined. The torque T at the time of bonding is calculated as follows
T=2Rf［0.105m*r*（n2-n1）－K＋Fm］
Wherein: r is the internal diameter of the transmission element 2, f is the friction factor, m is the mass of the centrifugal mass combination, R is the equivalent centre of mass radius of the centrifugal assembly, (n 2-n 1) is the increment of the rotational speed, K is the spring tension, and Fm is the electromagnetic force.
The torque resetting mechanism of the embodiment comprises a cylindrical roller 6, and symmetrical inclined plane grooves 4-1 and 3-1 matched with the roller are arranged between a centrifugal block A and a centrifugal block B; in addition, the centrifugal block B and the transmission piece A are matched with the sliding groove through the sliding block and can slide mutually and transmit torque. The geometrical parameters of the bevel groove depend on the torque value H2 corresponding to the preset disengagement speed n3 of the clutch.
The clutch is in a reset state as shown in figure 3, under the action of a spring and magnetic force, the centrifugal assembly is folded, an air gap 7-1 between the magnetic pole 7 and the centrifugal block B is zero, the friction plate 5 is not contacted with the inner circular surface of the transmission piece B, and the clutch is in a disengaged state; after the transmission is started, the rotating speed is increased, when the combined rotating speed n2 is reached, the centrifugal force is greater than the sum of the spring tension and the magnetic force, the centrifugal assembly moves outwards, the increase value of the spring force can be ignored due to the small moving distance, but the magnetic force changes greatly and is almost reduced to zero, the friction torque is increased from (i) zero to (ii) with the value of
T=2Rf*Fm
As long as the speed is above point n3, see fig. 2, the clutch will be in a stable engagement state (fig. 4).
The torque resetting mechanism is used for enabling the clutch to be timely switched to a disengaged friction combination state in the process of increasing the load torque and reducing the rotating speed. Referring to fig. 2 and 5, as the load torque increases along the curve r (n), the power rotation speed is reduced, and the friction torque decreases along the curve f (n), and the friction torque is about to be smaller than the load torque value H2, the centrifugal block a will drive the cylindrical roller 6 to move toward the inclined plane 4-1, and generate a radial component force through the inclined plane to push the centrifugal block B to move toward the center of the clutch, so that the air gap 7-1 becomes smaller, causing the magnetic pole attraction force to increase rapidly to attract the centrifugal block B, and then the centrifugal block a returns, the friction plate disengages from the driving member 2, the friction force is zero, and the clutch disengages.
The clutch is combined depending on the rotating speed, separated depending on the torque, separated and combined at different rotating speed points, and the conversion process is very quick due to the positive feedback effect of magnetic force; the centrifugal friction type automatic clutch has no slipping rotating speed interval caused by long combination or disengagement process, improves the transmission efficiency and reduces the loss of power and parts.
Fig. 6 is one of application examples of the clutch of the present invention. This is a system diagram of a 2-speed automatic transmission. The clutch assembly comprises a power input shaft I, a clutch assembly C1, a low-speed gear pair z1/z2, a high-speed gear pair z3/z4, an overrunning clutch C2 and a power output shaft II. The high torque is needed when starting and low speed, the clutch is separated, and the power transmission route is as follows: the power input shaft I → the gear z1 → the gear z2 → the overrunning clutch C2 → the power output shaft II, the transmission ratio is large, and the output torque is large; when the speed rises to a speed change point n2, the clutch C1 is combined, the power transmission route is switched to power input shaft I → clutch C1 → gear z4 → gear z3 → power output shaft II, the transmission ratio is small, and the output speed is high; overrunning clutch underspeed coupling condition: the speed of the gear z2 is less than that of the output shaft II, the overrunning clutch C2 is uncoupled, and z2 still idles at a low speed.
Claims (5)
1. A centrifugal permanent-magnet automatic clutch with rotation speed and torque dual-parameter control comprises a transmission member A, a transmission member B, and 2-3 groups of centrifugal assemblies and reset mechanisms, and is characterized in that each group of centrifugal assemblies are symmetrically arranged in a balanced manner, and a magnetic energy storage mechanism and a torque reset mechanism are additionally arranged between the centrifugal assemblies except for a spring reset mechanism adopted by a conventional centrifugal clutch;
the magnetic energy storage mechanism is used for storing enough centrifugal force energy in the process of increasing the rotating speed, and quickly releases and converts the centrifugal force energy into binding force when the clutch is combined, so that slipping is prevented;
the moment resetting mechanism is used in the process of reducing the rotating speed, when the designed friction moment is about to be smaller than the load moment, a radial component force is generated through the inclined plane to push the centrifugal block B to move towards the center of the clutch, so that the air gap (7-1) is reduced, the magnetic pole suction force is caused to be rapidly increased to attract the centrifugal block B, and then the centrifugal block A returns, so that the clutch is rapidly disengaged, and the slip is prevented;
the combined rotating speed n2 is higher than the disengaging rotating speed n3, and has a bistable switching characteristic.
2. The centrifugal permanent-magnet automatic clutch with rotation speed and torque dual-parameter control according to claim 1, wherein the centrifugal assembly includes a centrifugal block a and a centrifugal block B, the outer arc surface of the centrifugal block a is connected with the friction plate, the inner arc surface of the centrifugal block a is in fit contact with the outer arc surface of the centrifugal block B, a gap is left between the two sides of the centrifugal block a in the circumferential direction, the centrifugal blocks A, B can rotate relatively by a certain angle, the centrifugal blocks a are connected with each other through springs, and the tension of the springs is preset to make the centrifugal blocks a tend to contract.
3. A centrifugal permanent-magnet automatic clutch with dual-parameter control of rotation speed and torque as claimed in claim 1, characterized in that the magnetic energy-storing mechanism, located between each group of centrifugal assemblies and fixedly connected to the driving member A, includes a magnet and a magnetic pole, the magnetic pole includes N pole and S pole, the magnet is located between N pole and S pole, the magnetic pole surface is matched with the end surface of the centrifugal block B and attracts the centrifugal block B, the material of the magnetic pole and the centrifugal block B has good magnetic conductivity.
4. A centrifugal permanent-magnet automatic clutch with dual-parameter control of rotation speed and torque as defined in claim 1, which features that said torque reset mechanism is composed of cylindrical rollers and symmetrical inclined slots between centrifugal blocks A and B.
5. A centrifugal permanent-magnet automatic clutch with rotation speed and torque dual-parameter control as claimed in claim 1, characterized in that the centrifugal block B is connected with the transmission member A by a slip transmission pair, can slide mutually and radially, and can transmit torque.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811616613.2A CN109611465B (en) | 2018-12-27 | 2018-12-27 | Centrifugal permanent-magnet automatic clutch with rotation speed and torque double-parameter control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811616613.2A CN109611465B (en) | 2018-12-27 | 2018-12-27 | Centrifugal permanent-magnet automatic clutch with rotation speed and torque double-parameter control |
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| Publication Number | Publication Date |
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| CN109611465A CN109611465A (en) | 2019-04-12 |
| CN109611465B true CN109611465B (en) | 2021-02-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201811616613.2A Active CN109611465B (en) | 2018-12-27 | 2018-12-27 | Centrifugal permanent-magnet automatic clutch with rotation speed and torque double-parameter control |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113217557B (en) * | 2020-01-21 | 2022-07-22 | 杨世国 | Friction-combined synchronous-locking centrifugal permanent-magnet automatic clutch |
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| US2601012A (en) * | 1947-08-08 | 1952-06-17 | Polaroid Corp | Safety coupling |
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