CN209762046U

CN209762046U - Brake type coupling

Info

Publication number: CN209762046U
Application number: CN201920548655.0U
Authority: CN
Inventors: 沈春明
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-04-22
Filing date: 2019-04-22
Publication date: 2019-12-10
Anticipated expiration: 2029-04-22

Abstract

The utility model belongs to the technical field of the shaft coupling and specifically relates to brake formula shaft coupling. The shaft coupling comprises a first shaft, a second shaft, a casing, a conversion disc, an adjusting gear, a brake type gear torque force adjusting mechanism, a transmission gear, a first gear and a second gear, wherein the first shaft and the second shaft are respectively connected to two ends of the casing in a rotating mode, the first gear is fixed to one end of the first shaft, the second gear is fixed to one end of the second shaft, the transmission gear is connected to a support on the end face of the conversion disc in a rotating mode, the first gear is connected with the second gear through the transmission gear, and the first shaft penetrates through and is connected to the support on the end face of the conversion disc. The utility model discloses a brake formula gear torque force adjustment mechanism controls the conversion dish and is free rotation or fixed not changeing to can control the transmission of moment and speed between main shaft and the slave axis. The torque force of the driving load is monitored by a torque sensor, and the switching disc can be automatically released when the torque force is too large. The application reduces the manufacturing requirement, does not need a cooling system, thereby saving the cost and simplifying the structure.

Description

Brake type coupling

Technical Field

The utility model belongs to the technical field of the shaft coupling and specifically relates to brake formula shaft coupling.

Background

In industries such as electric power, coal mine, chemical industry and the like, a motor is often used with high power, has high requirements on a shaft coupling, has the functions of buffering and damping and improving the dynamic performance of a shaft system, and is also convenient to install and maintain.

In addition, the requirement on safety is high, some devices are not suitable for speed regulation by using a frequency converter, the prior common design is to meet the maximum power consumption, and the design margin is large. In the face of new competitive situations, fluctuating use is often required, and power output and even speed need to be adjustable. Particularly, under the national requirement of forced energy conservation and environmental protection, the requirements on the adjustment of the torsion and the speed are stronger and stronger.

The existing magnetic coupling utilizes the rotation of a permanent magnet material to form an induced current in a corresponding conductive material, so that a driven magnetic field is formed to follow the rotation, and power transmission is performed. The change of the magnetic coupling degree is caused by the change of the air gap between the conductor and the magnet, and the torsion is adjusted by utilizing the characteristic, so that the speed can be adjusted. However, the adjustment method has high requirements on the cooling mechanism, and the cooling structure is complex and high in cost. The torque force is controlled by the relationship between the current and the torque force of the existing motor, when the locked rotor occurs, the speed is reduced, and the load is broken because the current is increased and circulated for maintaining the torque force.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problem described in the background art, the utility model provides a brake formula shaft coupling. The brake type gear torsion adjusting mechanism is used for controlling the conversion disc to rotate freely or not to rotate fixedly, so that the transmission of torque and speed between the main shaft and the driven shaft can be controlled. The torque force of the driving load is monitored by a torque sensor, and the switching disc can be automatically released when the torque force is too large. The application reduces the manufacturing requirement, does not need a cooling system, thereby saving the cost and simplifying the structure.

The utility model provides a technical scheme that its technical problem adopted is:

A brake type coupler comprises a first shaft, a second shaft, a casing, a conversion disc, an adjusting gear, a brake type gear torsion adjusting mechanism, a transmission gear, a first gear and a second gear, wherein the first shaft and the second shaft are respectively connected to two ends of the casing in a rotating mode, the first gear is fixed to one end of the first shaft, the second gear is fixed to one end of the second shaft, the transmission gear is connected to a support on the end face of the conversion disc in a rotating mode, the first gear is connected with the second gear through the transmission gear, the first shaft penetrates through and is connected to the support on the end face of the conversion disc in a rotating mode, the second shaft penetrates through and is connected to the conversion disc in a rotating mode, the adjusting gear is meshed with the tooth surface of the conversion disc, and the adjusting gear is sleeved.

Specifically, brake formula gear torsion adjustment mechanism comprises carousel, brake equipment, torque sensor and axostylus axostyle, brake equipment fixes on the casing, and the carousel is arranged in between brake equipment's the friction portion, and the axostylus axostyle rotates to be connected on the casing, and axostylus axostyle one end is fixed on the carousel, and the axostylus axostyle other end is fixed with adjusting gear, and torque sensor installs on brake equipment.

specifically, the brake device is a disc brake, and the rotating disc is located between two brake pads.

Specifically, the transmission gear is rotatably connected to the side face of the bracket on the conversion disc, one end of the transmission gear is meshed with the first gear, and the other end of the transmission gear is meshed with the second gear.

Specifically, the adjusting gear, the first gear and the second gear are all bevel gears.

Specifically, the disk surface of the conversion disk is a bevel gear.

The utility model has the advantages that: the utility model provides a brake formula shaft coupling. The brake type gear torsion adjusting mechanism is used for controlling the conversion disc to rotate freely or not to rotate fixedly, so that the transmission of torque and speed between the main shaft and the driven shaft can be controlled. The torque force of the driving load is monitored by a torque sensor, and the switching disc can be automatically released when the torque force is too large. The application reduces the manufacturing requirement, does not need a cooling system, thereby saving the cost and simplifying the structure.

Drawings

The present invention will be further explained with reference to the drawings and examples.

Fig. 1 is a schematic structural diagram of the present invention;

Fig. 2 is a schematic structural view of the transmission gear of the present invention;

In the figure, 1, a first shaft, 2, a second shaft, 3, a machine shell, 4, a conversion disc, 5, an adjusting gear, 6, a brake type gear torque adjusting mechanism, 7, a transmission gear, 8, a first gear, 9, a second gear, 61, a rotary disc, 62, a brake device, 63, a torque sensor and 64, a shaft rod are arranged in a rotating mode.

Detailed Description

The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic drawings and illustrate the basic structure of the present invention only in a schematic manner, and thus show only the components related to the present invention.

Fig. 1 is a schematic structural diagram of the present invention, and fig. 2 is a schematic structural diagram of a transfer gear of the present invention.

a brake type coupler comprises a first shaft 1, a second shaft 2, a machine shell 3, a conversion disc 4, an adjusting gear 5, a brake type gear torsion adjusting mechanism 6, a transmission gear 7, a first gear 8 and a second gear 9, wherein the first shaft 1 and the second shaft 2 are respectively connected to two ends of the machine shell 3 in a rotating mode, the first gear 8 is fixed to one end of the first shaft 1, the second gear 9 is fixed to one end of the second shaft 2, the transmission gear 7 is connected to a support on the end face of the conversion disc 4 in a rotating mode, the first gear 8 is connected with the second gear 9 through the transmission gear 7, the first shaft 1 penetrates through and is connected to the support on the end face of the conversion disc 4 in a rotating mode, the second shaft 2 penetrates through and is connected to the conversion disc 4 in a rotating mode, the adjusting gear 5 is meshed with the tooth face of the conversion disc 4, and the adjusting gear 5 is sleeved. The brake type gear torque force adjusting mechanism 6 is composed of a rotary table 61, a brake device 62, a torque force sensor 63 and a shaft lever 64, wherein the brake device 62 is fixed on the machine shell 3, the rotary table 61 is arranged between friction parts of the brake device 62, the shaft lever 64 is rotatably connected on the machine shell 3, one end of the shaft lever 64 is fixed on the rotary table 61, the other end of the shaft lever 64 is fixed with the adjusting gear 5, and the torque force sensor 63 is installed on the brake device 62. The brake device 62 is a disc brake, and the rotary disc 61 is located between two brake pads. The transmission gear 7 is rotatably connected to the side face of the bracket on the conversion disk 4, one end of the transmission gear 7 is meshed with the first gear 8, and the other end of the transmission gear 7 is meshed with the second gear 9. The adjusting gear 5, the first gear 8 and the second gear 9 are all bevel gears. The disk surface of the conversion disk 4 is a bevel gear.

The operation mode of the brake type gear torque force adjusting mechanism 6 is that the piston is driven to linearly move to extend and retract along the chamber by controlling the inlet and outlet of the hydraulic oil in the chamber. The two brake pads are driven to open and close by the extension and contraction of the piston. When the two brake pads are used for clamping and fixing the turntable 61 completely, the rotating shafts 64 fixed on the deleted turntable 61 are fixed. When the piston is retracted, the two brake pads are moved away from the rotor 61, and the shaft 64 is free to rotate. The torque sensor 63 can obtain the torque data of the shaft 64 through the force fed back to the brake pad by the rotating disc 61, so that the torque of the driven shaft driving load exceeds a preset value through external control, the brake pad is controlled to release the rotating disc 61, and the driven shaft is prevented from damaging the load due to continuous increase of the torque.

Referring to fig. 1 and fig. 2, when the brake device 62 locks the turntable 61, so that the shaft 64 fixes the patch, the adjusting gear 5 fixed on the shaft 64 fixes the switching disk 4 engaged with the shaft, and when the first shaft 1 rotates, the transmitting gear 7 engaged with the shaft is driven to rotate, and the transmitting gear 7 rotates to drive the second shaft 2 to rotate, so that the first shaft 1 completely transmits the torque and the rotation speed to the second shaft 2. (the number of transfer gears can be 1 to 4, and the force can be made symmetrical by using several transmission gears 7).

When the brake 62 releases the dial 61, the shaft 64 is allowed to rotate freely without interference. If the first shaft 1 rotates, the transmission gear 7 is driven to rotate and drive the switching disk 4 to rotate, that is, the torque and the speed are completely transmitted to the shaft 64, so that the torque and the rotating speed of the first shaft 1 cannot be completely transmitted to the second shaft 2.

The first shaft 1 can be used as a main shaft and the second shaft can be used as a driven shaft, and the first shaft 1 can be used as a driven shaft and the second shaft can be used as a main shaft.

According to this structure, it can be deduced that:

The speed relation is that V main shaft-V conversion disk is V auxiliary shaft.

The torsion relationship is that the F main shaft is F converting disc is F auxiliary shaft.

At present, the manufacturing and processing technology of the domestic shaft and the gear is mature, the gear in the application is mainly a bevel gear for vertical conversion, the manufacturing and processing technology is also popularized, the power requirement and the requirements of the shaft and the gear are easily met, the finished product easily meets the design requirement, and the popularization and the application are convenient.

Because the situation that the temperature rise is too high due to continuous friction does not exist in the application, a cooling system does not need to be additionally arranged, the structure is simplified, the manufacturing requirement is reduced, and the cost is saved.

In light of the foregoing, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made without departing from the spirit and scope of the invention. The technical scope of the present invention is not limited to the content of the specification, and must be determined according to the scope of the claims.

Claims

1. A brake type coupler is characterized by comprising a first shaft (1), a second shaft (2), a shell (3), a conversion disc (4), an adjusting gear (5), a brake type gear torsion adjusting mechanism (6), a transmission gear (7), a first gear (8) and a second gear (9), wherein the first shaft (1) and the second shaft (2) are respectively and rotatably connected to two ends of the shell (3), the first gear (8) is fixed at one end of the first shaft (1), the second gear (9) is fixed at one end of the second shaft (2), the transmission gear (7) is rotatably connected to a bracket on the end face of the conversion disc (4), the first gear (8) is connected with the second gear (9) through the transmission gear (7), the first shaft (1) penetrates through and is rotatably connected to the bracket on the end face of the conversion disc (4), the second shaft (2) penetrates through and is rotatably connected to the conversion disc (4), and the adjusting gear (5) is meshed with the tooth face of the conversion disc (4), the adjusting gear (5) is sleeved and fixed on the rotating part of the brake type gear torque force adjusting mechanism (6).

2. The brake coupling of claim 1, wherein: brake formula gear torsion adjustment mechanism (6) comprises carousel (61), brake equipment (62), torsion sensor (63) and axostylus axostyle (64), brake equipment (62) are fixed on casing (3), and between brake equipment's (62) friction portion was arranged in carousel (61), and axostylus axostyle (64) are rotated and are connected on casing (3), and axostylus axostyle (64) one end is fixed on carousel (61), and axostylus axostyle (64) other end is fixed with adjusting gear (5), and torsion sensor (63) are installed on brake equipment (62).

3. The brake coupling of claim 2, wherein: the brake device (62) is a disc brake, and the rotary disc (61) is positioned between the two brake pads.

4. the brake coupling of claim 1, wherein: the transmission gear (7) is rotatably connected to the side face of the support on the conversion disc (4), one end of the transmission gear (7) is meshed with the first gear (8), and the other end of the transmission gear (7) is meshed with the second gear (9).

5. A brake coupling according to claim 1 or 4, wherein: the adjusting gear (5), the first gear (8) and the second gear (9) are all bevel gears.

6. The brake coupling of claim 1, wherein: the disk surface of the conversion disk (4) is a bevel gear.