CN212717718U - Structure for reducing friction when friction plate in brake or clutch is disengaged - Google Patents
Structure for reducing friction when friction plate in brake or clutch is disengaged Download PDFInfo
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- CN212717718U CN212717718U CN202020687140.1U CN202020687140U CN212717718U CN 212717718 U CN212717718 U CN 212717718U CN 202020687140 U CN202020687140 U CN 202020687140U CN 212717718 U CN212717718 U CN 212717718U
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Abstract
The utility model discloses a structure for reducing friction when friction plates in a brake or a clutch are disengaged for operation, which comprises a shell, a spline gear, static friction plates, dynamic friction plates and springs, wherein N holes are arranged on each static friction plate near to an outer ring, positioning shafts a are arranged in each hole, the springs are arranged between the adjacent static friction plates, and one end or two ends of each positioning shaft a are fixed on a baffle fastened with the shell; m holes are formed in the movable friction plates close to the outer circle of the spline gear, positioning shafts b are arranged in the holes, M springs are arranged between the adjacent movable friction plates, and two ends of the M positioning shafts b are respectively fixed on the baffle plate a and the baffle plate b; and the left and right shaft stops on the spline gear are used for positioning the baffle a and the baffle b respectively. The structure for reducing friction not only solves the problem that the brake or the clutch generates heat too high in the working process, but also improves the service life of the friction plates at the brake and the clutch by dozens of times.
Description
Technical Field
The invention relates to the technical field of mechanical equipment, in particular to a structure for reducing friction when a friction plate in a brake or a clutch is disengaged for operation.
Background
The multi-disc hydraulic electromagnetic brake or clutch is widely applied to various mechanical equipment, and the equipment applying the part is not less than hundreds of millions of equipment all over the world, so that how to reduce the friction of the part in the operation process is very important, the energy consumption, the heat generation and the emission are reduced, and the service life of a friction plate is further prolonged. Even if the energy consumption of 1KW is reduced for each product, the energy consumption can be reduced to hundreds of millions of KWs for hundreds of millions of equipment, the service life of the friction plate is greatly prolonged due to the reduction of friction, the friction plate which is originally a wearing part does not need to be replaced in the whole service life of the equipment operation, the raw materials and the energy consumption are greatly saved, and the energy-saving friction plate is extremely important work.
The structure of the multi-disc brake currently available at home and abroad is shown in fig. 1-1 and 1-2. As can be seen from figures 1-1 and 1-2, the brake is a normally closed multi-disc hydraulic brake, which is a necessary hydraulic brake in a planetary reducer widely popularized and applied at home and abroad at present, and is widely applied to various windlasses (winches) with different sizes, when the winch is lifted, a static friction disc and a dynamic friction disc release pressing force to realize disengagement, but in the relative operation process of the static friction disc and the dynamic friction disc, the friction discs are truly disengaged because of no external force, and the dynamic friction disc and the static friction disc are continuously collided and rubbed under the adhesion of hydraulic oil. Especially when the number of the sheets is large and the rotating speed is high, a lot of power is consumed at the position, and high temperature exceeding the allowable temperature is locally generated at the position, so that the equipment cannot normally operate.
In the attached figure 2, the structure of a clutch component in a certain existing automobile is shown, a speed reducer in the device is in two-stage planetary transmission, and the two-stage transmission ratio is randomly switched through the structure of a double clutch and through hydraulic control. One of the clutches is a normally open clutch and controls the first-stage planetary transmission; the other is a normally closed clutch which controls the second stage planetary transmission. The two clutches are controlled by the same oil circuit. When the high-pressure oil of the control oil port is switched on, the normally open clutch is closed, the normally closed clutch is disengaged, and the speed reducer has a first-stage transmission ratio; when the control oil port is communicated with the oil tank, the normally open clutch is disengaged, the normally closed clutch is closed, and the speed reducer is switched to a second-stage transmission ratio. In the structure, when the clutch is in a clutch disengagement state, an external static friction plate of the clutch is pushed away by spring force, but no spring force is applied to a dynamic friction plate, so that the dynamic friction plate is still in a disordered state, and a plurality of dynamic friction plates can still collide and rub against the static friction plate completely.
The invention provides a scheme aiming at the problems of the existing brake and clutch.
Disclosure of Invention
The invention aims to provide a structure for reducing friction when a friction plate in a brake or a clutch is disengaged for operation, which not only solves the problem of overhigh heat generation in the working process of the brake or the clutch, but also improves the service life of the friction plate at the brake and the clutch by dozens of times.
In order to achieve the purpose, the invention provides the following scheme: the invention provides a structure for reducing friction when friction plates in a brake or a clutch are disengaged for operation, which comprises a shell, a spline gear, a static friction plate, a dynamic friction plate, a positioning shaft, a baffle plate and a spring,
n holes are formed in the static friction plates connected with the shell and close to the outer ring, positioning shafts a are arranged in the holes, N springs are arranged between every two adjacent static friction plates, the springs are sleeved on the positioning shafts a, and one end or two ends of each positioning shaft a are fixed on a baffle fastened with the shell;
m holes are formed in the positions, close to the outer circle of the spline gear, of the movable friction plates connected with the spline gear, a positioning shaft b is arranged in each hole, M springs are arranged between every two adjacent movable friction plates, the springs are sleeved on the positioning shafts b, and two ends of the M positioning shafts b are fixed on the baffle plate a and the baffle plate b respectively; and the left and right shaft stops on the spline gear are used for positioning the baffle a and the baffle b respectively.
Preferably, when the friction plate is applied to the brake, the shell is a brake shell, and the specifications of the N springs between the static friction plates and the M springs between the dynamic friction plates are the same.
Preferably, when the friction plate is applied to a brake in a friction reduction structure during a disengagement operation, one side of the housing is provided with a bearing for positioning the spline gear.
Preferably, when the friction plate is applied to a clutch, the clutch is a dual clutch including a normally open clutch assembly and a normally closed clutch assembly, and the normally open clutch assembly and the normally closed clutch assembly are both provided with the friction plate friction reducing structure during disengagement operation.
Preferably, a piston push-away spring is arranged on a piston of the normally-open clutch assembly, and the total spring force of the piston push-away spring is larger than the friction force and the total adsorption force between the friction plates when the piston of the normally-open clutch assembly is disengaged.
Preferably, when the friction plate is applied to the clutch, the casing is a normally open type clutch casing or a normally closed type clutch casing, and the specifications of the N springs between the static friction plates and the M springs between the dynamic friction plates are the same.
Preferably, the number of N is 2, 3, 4, 5, 6, 7 or 8 and the number of M is 2, 3, 4, 5, 6, 7 or 8.
Compared with the prior art, the invention has the following technical effects:
the structure for reducing friction when the friction plate in the brake or the clutch is disengaged for operation not only solves the problem of overhigh heat generation of the brake or the clutch in the working process, but also improves the service life of the friction plate at the brake and the clutch by dozens of times. And because the friction is reduced, the service life of the friction plate is greatly prolonged, and even the friction plate which is originally a wearing part does not need to be replaced in the whole service life of the equipment operation, so that the raw materials and the energy consumption are greatly saved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
In FIG. 1, FIG. 1-1 is a view showing a conventional brake; FIGS. 1-2 are partial views of a prior art brake;
in FIG. 2, FIG. 2-1 is a view showing a structure of a conventional clutch for a vehicle; FIG. 2-2 is a partial view of a prior art vehicular clutch;
FIG. 3 is a view showing a structure of a brake to which the present invention is applied;
FIG. 4 is a partial view of a brake applying the present invention;
in FIG. 5, FIG. 5-1 is a view showing a construction of a clutch to which the present invention is applied; FIG. 5-2 is a partial view of a brake embodying the present invention;
wherein, 1, spline gear; 2. a housing; 3. a piston; 4. a spring; 5. a shaft stop; 6. a baffle plate a; 7, positioning the shaft b; 8. a static friction plate; 9. a dynamic friction plate; 10. a small spring; 11. a baffle b; 12, positioning the shaft a; 13. a friction plate baffle; 14. a bearing; 15. the piston pushes away the spring; 16. a hydraulic motor; 17. a brake; 18. a speed reducer; 19. a spring catch; 20. a brake piston; 21. an input shaft; 22. a normally open clutch assembly; 23. a reducer ring gear; 24. a normally closed clutch assembly; 25 reducer output flange shaft; 26. a friction plate positioning spring; 27. positioning the small shaft; 28. an oil cylinder baffle; 29. a clutch piston; 30. and a brake spring.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a structure for reducing friction when a friction plate in a brake or a clutch is disengaged for operation, which not only solves the problem of overhigh heat generation in the working process of the brake or the clutch, but also improves the service life of the friction plate at the brake and the clutch by dozens of times.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
The present embodiment provides a structure for reducing friction when a friction plate is disengaged for operation in a brake or clutch.
Example one
Fig. 3 and 4 show the application of the inventive structure in the brake of a large main winch in the continuous dynamic compaction machine working condition. The method is characterized in that N small holes are formed in the positions, close to the outer ring, of the static friction plates 8 connected with the shell 2 of the brake of the outer ring of the brake, wherein N can be 2.3.4.5.6.7.8 and the like, N positioning shafts a 7 are arranged in the small holes, the same N small springs 10 are arranged between every two static friction plates 8, one end or two ends of each positioning shaft a 7 are generally fixed in N holes in baffle plates at two ends fastened with the outer ring, and the baffle plates at two ends are used for enabling the positioning pins a 7 to be positioned in the clutch in the radial direction and the axial direction. M small holes are also formed in the positions, close to the outer circle of the spline gear 1, of the dynamic friction plates 9 connected with the brake spline gear 1, M can be 2.3.4.5.6.7.8 and the like, M positioning shafts b 12 are arranged in the small holes, the same M small springs 10 are arranged between every two dynamic friction plates 9, two ends of each positioning shaft b 12 are fixed in the M holes of the baffle plate a 6 and the baffle plate b 11, and the baffle plate a 6 and the baffle plate b 11 are positioned by the shaft stop 5 and used for enabling the positioning shafts b 11 to be positioned radially and axially.
When the brake is opened, the pressing and releasing distances of the small springs 10 on the static friction plate 8 of the outer ring and the small springs 10 on the dynamic friction plate 9 of the inner ring can be the same or different, and the pressing and releasing distances are determined by the compression amount of the small springs 10 and the thickness of the friction plates. The design requirement is that the stress of the small springs 10 between each static friction plate 8 and each dynamic friction plate 9 is balanced when in a disengagement state, which is required to ensure that the disengagement distances of the N small springs 10 between every two static friction plates 8 are the same and the stress of the small springs 10 is the same when the static friction plates 8 are in the disengagement state, so as to ensure that each static friction plate 8 is disengaged uniformly. Similarly, the disengagement distances of the M small springs 10 between each two dynamic friction plates 9 are required to be the same, and the stress of each small spring 10 is equal, so that each dynamic friction plate 9 is ensured to be disengaged uniformly. In order to meet the requirement, the bearing 14 is needed to be used for positioning the spline gear 1, the relative positions of the spline gear 1 of the inner ring and the brake shell 2 of the outer ring are fixed, and then the baffle plate a 6 and the baffle plate b 11 are positioned through the left and the right shaft stops 5 on the spline gear 1, so that the disengagement distances of the M small springs 10 between each movable friction plate 9 are accurately controlled to be the same.
For a normally closed brake, when a brake control oil cylinder is unloaded, under the action of 4 forces of K large compression springs, the end face of a piston 3 of the control oil cylinder is pressed on a static (or dynamic) friction plate, the dynamic and static friction plates are pressed by the force of the large spring 4 at the moment, all small springs 10 between the friction plates are compressed to the shortest state at the moment, the friction force generated between the dynamic and static friction plates due to the pressing force of the large spring 4 can realize the braking of the brake and the closing of a clutch, and when the transmitted load torque is smaller than the total friction torque between the dynamic and static friction plates, the relative sliding between the dynamic and static friction plates of the brake or the clutch can not occur; on the contrary, when the load torque is larger than the maximum friction torque, relative sliding occurs between the dynamic friction plate and the static friction plate, so that overload protection is realized, but the condition is not allowed to be long, particularly in a dry state, otherwise, damage accidents can be caused.
Example two
Fig. 5 shows the application of the structure of the invention in a clutch for a vehicle, which is designed according to the same principle as the normally open brake of fig. 3 and 4. In the embodiment, in order to quickly disengage the normally-open clutch C, the structure is provided with the piston push-away spring 15 on the normally-open clutch piston 3, the piston push-away spring 15 has the function of overcoming the friction force when the clutch piston 3 is disengaged, the total spring force of the piston push-away spring 15 must be larger than the friction force when the clutch piston 3 is disengaged and the total adsorption force between the friction plates, and the friction plates can be quickly disengaged during the clutch. The structure reduces friction loss and ensures efficient operation of the clutch.
After pressure oil enters a control oil cylinder, a piston 3 further compresses K springs 4 under the action of the oil pressure and when the oil pressure is greater than the total pressing force of K large springs 4, the piston 3 enables the end face of the piston 3 which is originally pressed with a friction plate to be separated from the friction plate H, at the moment, the friction plates between a dynamic friction plate and a static friction plate are rapidly separated due to the compression force of small springs 10, the separation distance is the separation distance, when the number of groups of the dynamic friction plate and the static friction plate is A, the separation distance between the plates is H/2A, the dynamic friction plate and the static friction plate of each group are rapidly separated due to the action of small springs 10, therefore, the friction loss and the heating between the dynamic friction plate and the static friction plate are greatly reduced in the starting process of a brake or the separation process of a clutch, the friction loss and the heating are determined by the total combination force of N small springs 10 and the inertia of the friction plates, the smaller inertia of the, the faster the disengagement, the less heat is generated by the wear.
In the existing various brakes and clutches, after being disengaged, a control piston of the brake or the clutch leaves a friction plate, although pressing force is eliminated between each dynamic and static friction plate, the dynamic and static friction plates are in an unordered state, particularly in a wet working condition, adsorption force exists between each dynamic and static friction plate, friction torque is generated due to mutual rotation, the torque causes friction loss and heating, abrasion is caused, and the reliability and the service life of work are influenced, which is proved by experiments, the loss mechanical efficiency can reach about 1 percent, the energy consumption is considerable for high-power products working for a long time, and the friction plates in all the brakes and the clutches must be periodically replaced The friction force does not exist between the static friction plates, so that the static friction plates can be replaced without maintenance in the service life of various machines, and even after the machines are scrapped, the friction plates can still be continuously used, so that the static friction plates have great economic and social significance for hundreds of millions of equipment all over the world.
The principle and the implementation mode of the invention are explained by applying a specific example, and the description of the embodiment is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In summary, this summary should not be construed to limit the present invention.
Claims (7)
1. An arrangement for reducing friction when a friction plate in a brake or clutch is disengaged, characterized by: comprises a shell, a spline gear, a static friction plate, a dynamic friction plate, a positioning shaft, a baffle plate and a spring,
n holes are formed in the static friction plates connected with the shell and close to the outer ring, positioning shafts a are arranged in the holes, N springs are arranged between every two adjacent static friction plates, the springs are sleeved on the positioning shafts a, and one end or two ends of each positioning shaft a are fixed on a baffle fastened with the shell;
m holes are formed in the positions, close to the outer circle of the spline gear, of the movable friction plates connected with the spline gear, a positioning shaft b is arranged in each hole, M springs are arranged between every two adjacent movable friction plates, the springs are sleeved on the positioning shafts b, and two ends of the M positioning shafts b are fixed on the baffle plate a and the baffle plate b respectively; and the left and right shaft stops on the spline gear are used for positioning the baffle a and the baffle b respectively.
2. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 1, wherein: when the friction plate is separated from the friction plate during operation and the structure for reducing friction is applied to the brake, the shell is a brake shell, and specifications of N springs between static friction plates and M springs between dynamic friction plates are the same.
3. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 1, wherein: when the structure for reducing friction when the friction plate is disengaged from the brake is applied, one side of the housing is provided with a bearing for positioning the spline gear.
4. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 1, wherein: when the friction plate is applied to the clutch, the clutch is a double clutch comprising a normally open type clutch assembly and a normally closed type clutch assembly, and the normally open type clutch assembly and the normally closed type clutch assembly are both provided with the friction plate friction reducing structure during operation.
5. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 4, wherein: and a piston push-away spring is arranged on the piston of the normally-open clutch assembly, and the total spring force of the piston push-away spring is greater than the friction force and the total adsorption force between the friction plates when the piston of the normally-open clutch assembly is disengaged.
6. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 4, wherein: when the friction plate is applied to the clutch, the shell is a normally open type clutch shell or a normally closed type clutch shell, and specifications of N springs between static friction plates and M springs between dynamic friction plates are the same.
7. The structure for reducing friction when a friction plate in a brake or clutch is disengaged according to claim 1, wherein: the number of N is 2, 3, 4, 5, 6, 7 or 8 and the number of M is 2, 3, 4, 5, 6, 7 or 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020687140.1U CN212717718U (en) | 2020-04-29 | 2020-04-29 | Structure for reducing friction when friction plate in brake or clutch is disengaged |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020687140.1U CN212717718U (en) | 2020-04-29 | 2020-04-29 | Structure for reducing friction when friction plate in brake or clutch is disengaged |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212717718U true CN212717718U (en) | 2021-03-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020687140.1U Active CN212717718U (en) | 2020-04-29 | 2020-04-29 | Structure for reducing friction when friction plate in brake or clutch is disengaged |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212717718U (en) |
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- 2020-04-29 CN CN202020687140.1U patent/CN212717718U/en active Active
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