CN218787264U - Transmission protection structure, tire type coupling assembly and hydraulic brake falling control system - Google Patents
Transmission protection structure, tire type coupling assembly and hydraulic brake falling control system Download PDFInfo
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- CN218787264U CN218787264U CN202222627156.5U CN202222627156U CN218787264U CN 218787264 U CN218787264 U CN 218787264U CN 202222627156 U CN202222627156 U CN 202222627156U CN 218787264 U CN218787264 U CN 218787264U
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Abstract
The utility model relates to a transmission protection structure, a tire type coupler assembly and a hydraulic brake-off control system, wherein the transmission protection structure is used for the transmission protection of the tire type coupler and comprises a first shell and a second shell, the first shell and the second shell are combined to form a containing cavity, and the containing cavity is used for containing the tire type coupler; the first shell comprises a first shell body and at least one first tooth, one end of the first shell body is used for being connected with one end of the tire type coupler, and the first tooth is arranged at the other end of the first shell body; the second shell comprises a second shell body and at least one second tooth, one end of the second shell body is used for being connected with the other end of the tire type coupler, and the second tooth is arranged at the other end of the second shell body; the first shell body, the first tooth, the second shell body and the second tooth together enclose an accommodating cavity; there is a gap between the first and second teeth in the circumferential direction of the tire coupler, and the size of the gap is equal to the maximum failure displacement of the tire coupler.
Description
Technical Field
The disclosure relates to the technical field of transmission protection of tire type couplers, in particular to a transmission protection structure, a tire type coupler assembly and a hydraulic brake falling control system.
Background
A tire coupling is a mechanical device commonly used to transmit torque between different mechanisms. One end of the tire type coupler is used for being in transmission connection with a driving shaft of one mechanism, and the other end of the tire type coupler is in transmission connection with a driven shaft of the other mechanism and rotates to transmit torque in the working process. In the working process of the tire type coupler, along with the gradual increase of the relative torsion angles of the two ends of the tire type coupler, the relative torsion degrees of the two ends of the tire body of the tire type coupler are gradually increased, and after the relative torsion angles reach a certain degree, the tire body of the tire type coupler loses the function of transmitting the torque, namely the tire type coupler fails.
In some production activities (for example, a water inlet gate in hydropower engineering) applied to the tire type coupler, once the tire type coupler fails, a driving shaft cannot continuously transmit torque to a driven shaft through the tire type coupler, so that a serious production accident can be caused, and immeasurable property loss can be caused.
SUMMERY OF THE UTILITY MODEL
The purpose of the present disclosure is to provide a transmission protection structure, a tire type coupling assembly and a hydraulic brake-off control system, which can solve the technical problems existing in the related art.
In order to achieve the above object, according to one aspect of the present disclosure, a transmission protection structure for transmission protection of a tire-type coupling is provided, including a first housing and a second housing, where the first housing and the second housing are involuted to form an accommodating cavity, and the accommodating cavity is used for accommodating the tire-type coupling;
the first shell comprises a first shell body and at least one first tooth, one end of the first shell body is used for being connected with one end of the tire type coupler, and the first tooth is arranged at the other end of the first shell body; the second shell comprises a second shell body and at least one second tooth, one end of the second shell body is used for being connected with the other end of the tire type coupler, and the second tooth is arranged at the other end of the second shell body; the first shell body, the first tooth, the second shell body and the second tooth together enclose the accommodating cavity;
and a gap exists between the first tooth and the second tooth in the circumferential direction of the tire type coupler, the size of the gap is larger than or equal to the maximum failure displacement of the tire type coupler, and the maximum failure displacement is the displacement corresponding to the maximum failure torsion angle of two ends of the tire type coupler.
Optionally, the first teeth and the second teeth are provided in plurality, the first teeth are provided on the first shell body at regular intervals, and the second teeth are provided on the second shell body at regular intervals;
the first teeth and the second teeth are arranged in a staggered mode, and the size of a gap between every two adjacent first teeth and the size of a gap between every two adjacent second teeth are equal to the maximum failure displacement.
Optionally, the first tooth and the second tooth are each provided in 4.
Optionally, the first housing body is detachably connected to the tire-type coupling;
and/or the second shell body is detachably connected with the tire type coupler.
According to another aspect of the present disclosure, there is also provided a tire coupling assembly, including a tire coupling and the transmission protection structure in any one of the above technical solutions;
the tire type coupler comprises a tire body, a first half coupler and a second half coupler, wherein the first half coupler and the second half coupler are arranged on two sides of the tire body; the first shell body is connected with the first half coupler, and the second shell body is connected with the second half coupler.
Optionally, there is a gap between the first and second teeth and the tire body in a radial direction of the tire body.
Optionally, the first shell further comprises a first connecting shaft, one end of the first connecting shaft is connected with one end of the first shell body, which is far away from the first tooth, the other end of the first connecting shaft is used for being connected with a shaft end of a speed reducer of a gate hoist, the second shell further comprises a second connecting shaft, one end of the second connecting shaft is connected with one end of the second shell body, which is far away from the second tooth, and the other end of the second connecting shaft is used for being connected with an output shaft end of a hydraulic drop brake motor;
the tire type coupling assembly further comprises a first bearing with a seat and a second bearing with a seat which are oppositely arranged, the first connecting shaft penetrates through the first bearing with a seat, and the second connecting shaft penetrates through the second bearing with a seat.
Optionally, the tire-type coupling assembly further comprises a support, the support comprises a plurality of vertical rods and a plurality of horizontal rods, one end of each vertical rod is used for being supported on the ground, and the other end of each vertical rod is connected with the corresponding horizontal rod;
and the horizontal rods surround and form an annular frame in the horizontal direction, and at least part of the transmission protection structure extends into the annular frame.
Optionally, a plurality of first threaded holes are formed in the first half coupler, the plurality of first threaded holes are arranged along the circumferential direction of the tire body, and a plurality of first through holes corresponding to the first threaded holes are formed in the first shell body;
and/or a plurality of second threaded holes are formed in the second half coupler and are arranged along the circumferential direction of the tire body, and a plurality of second through holes corresponding to the second threaded holes are formed in the second shell body.
According to still another aspect of the present disclosure, a hydraulic drop brake control system is further provided, which includes a gate hoist, a hydraulic drop brake motor and the tire type coupling assembly according to any one of the above technical solutions, wherein one end of the tire type coupling assembly is connected to a speed reducer shaft end of the gate hoist, and the other end of the tire type coupling assembly is connected to an output shaft end of the hydraulic drop brake motor.
Through the technical scheme, the transmission protection structure is covered outside the tire type coupler, in addition, the first shell body of the first shell body is connected with one end of the tire type coupler, and the second shell body of the second shell body is connected with the other end of the tire type coupler, so that when the two ends of the tire type coupler are gradually twisted relatively, the first shell body and the second shell body can respectively follow the two ends of the tire type coupler to generate the same twisting angle, the first tooth on the first shell body and the second tooth on the second shell body can be close to each other, and because the size of the gap between the first tooth and the second tooth is larger than or equal to the maximum failure displacement of the tire type coupler (namely, when the two ends of the tire type coupler reach the maximum failure twisting angle, the displacement corresponding to the tire type coupler is realized), when the relative twisting angle of the tire type coupler reaches a critical value (namely, the maximum failure twisting angle of the tire type coupler), the first tooth and the second tooth are close to or just reach the abutting state. Therefore, when the tire type coupler reaches the maximum failure torsion angle (namely, the tire type coupler fails), the first shell and the second shell form a butt joint state and play a role in temporarily (or continuously) transmitting torque, so that the tire type coupler can temporarily (or continuously) transmit the torque within a period of time after the tire type coupler fails, and a driven shaft corresponding to the tire type coupler can continuously obtain the torque to avoid causing serious production accidents.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic structural view of a tire-type coupling assembly provided in an exemplary embodiment of the present disclosure;
FIG. 2 is a schematic view of a portion of the enlarged structure at A in FIG. 1;
FIG. 3 is a schematic diagram of an exploded view of a tire coupling assembly provided in an exemplary embodiment of the present disclosure;
FIG. 4 is a schematic structural view of a first housing and a second housing provided in an exemplary embodiment of the present disclosure;
FIG. 5 is a schematic structural view from a perspective of a tire coupler provided in an exemplary embodiment of the present disclosure;
FIG. 6 is a schematic diagram of another perspective view of a tire coupler according to an exemplary embodiment of the present disclosure;
fig. 7 is a schematic structural view of a stent provided in an exemplary embodiment of the present disclosure.
Description of the reference numerals
11-a first housing; 111-a first shell body; 1111-a first through hole; 112-a first tooth; 113-a first connecting shaft; 12-a second housing; 121-a second shell body; 1211 — a second through hole; 122-second tooth; 123-a second connecting shaft; 2-a containing cavity; 3-a tire type coupling; 31-a tyre body; 32-a first half coupling; 321-a first threaded hole; 33-a second coupling half; 331-a second threaded hole; 41-a first seated bearing; 42-a second seated bearing; 5-a support; 51-vertical rod; 52-horizontal bar; 521-a ring frame; an L-gap.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In this disclosure, where the contrary is not stated, directional words such as "inner and outer" are used to refer to the inner and outer of the particular structural profile. Terms such as "first" and "second" are used merely to distinguish one element from another, and are not sequential or significant. Additionally, the use of the directional terms above are merely intended to simplify the description of the present disclosure, and do not indicate or imply that the referenced device or element must have a particular orientation, configuration, and operation in a particular orientation, and should not be taken as limiting the present disclosure.
As shown in fig. 1 to 7, according to an aspect of the present disclosure, a transmission protection structure is provided for transmission protection of a tire coupling 3, and includes a first housing 11 and a second housing 12, where the first housing 11 and the second housing 12 are combined to form an accommodating cavity 2, and the accommodating cavity 2 is used for accommodating the tire coupling 3; the first housing 11 includes a first housing body 111 and at least one first tooth 112, one end of the first housing body 111 is used for connecting with one end of the tyre-type coupling 3, and the first tooth 112 is arranged at the other end of the first housing body 111; the second housing 12 includes a second housing body 121 and at least one second tooth 122, one end of the second housing body 121 is used for connecting with the other end of the tire coupling 3, and the second tooth 122 is arranged at the other end of the second housing body 121; the first shell body 111, the first tooth 112, the second shell body 121 and the second tooth 122 together enclose the accommodating cavity 2; a gap L exists between the first tooth 112 and the second tooth 122 in the circumferential direction of the tire coupler 3, the size of the gap L is greater than or equal to the maximum failure displacement of the tire coupler 3, and the maximum failure displacement is the displacement corresponding to the maximum failure torsion angle at the two ends of the tire coupler 3.
Through the technical scheme, the transmission protection structure is covered outside the tire type coupler 3, in addition, the first shell body 111 of the first shell 11 is connected with one end of the tire type coupler 3, and the second shell body 121 of the second shell 12 is connected with the other end of the tire type coupler 3, so when the two ends of the tire type coupler 3 are gradually twisted relatively, the first shell 11 and the second shell 12 can respectively follow the two ends of the tire type coupler 3 to generate the same twisting angle, the first tooth 112 on the first shell 11 and the second tooth 122 on the second shell 12 can be close to each other, and as the size of the gap L between the first tooth 112 and the second tooth 122 is larger than or equal to the maximum failure displacement of the tire type coupler 3 (namely, when the two ends of the tire type coupler 3 reach the maximum failure twisting angle, the tire type coupler 3 corresponds to displacement), when the relative twisting angle of the tire type coupler 3 reaches the maximum failure displacement (namely, the maximum failure twisting angle of the tire type coupler 3), the first tooth 112 and the second tooth 122 just abut against each other to reach the maximum failure state. Thus, when the tire type coupling 3 reaches the maximum failure torsion angle (i.e. the tire type coupling 3 fails), the first housing 11 and the second housing 12 will form an abutting state and play a role of temporarily (or continuously) transmitting torque, so that the tire type coupling 3 can temporarily (or continuously) transmit torque within a period of time after the failure, and the driven shaft corresponding to the tire type coupling 3 can continuously obtain torque, thereby avoiding causing serious production accidents.
Description of the working process as an exemplary embodiment: as shown in fig. 1, when the tire type coupling 3 works normally, the first housing 11 is connected to and rotates with the left end (i.e., the left side defined by the paper surface direction of fig. 1) of the tire type coupling 3, and the second housing 12 is connected to and rotates with the right end (i.e., the right side defined by the paper surface direction of fig. 1) of the tire type coupling 3, at which time the tire type coupling 3 transmits torque normally. As the operation process continues, the relative torsion angles of the left side and the right side of the tire-type coupling 3 will gradually increase, and the first tooth 112 on the first housing 11 and the second tooth 122 on the second housing 12 will gradually approach each other until the tire-type coupling 3 reaches the maximum failure displacement (i.e. the tire-type coupling 3 fails), at this time, the first tooth 112 and the second tooth 122 will approach or just reach the abutting state, so that the first housing 11 and the second housing 12 can continue to transmit torque after the tire-type coupling 3 fails.
And, because this disclosure is the structure that uses tire formula shaft coupling 3 as the transmission moment of torsion, it has better shock attenuation buffering effect to also have certain compensatory action to the skew between driving shaft and the driven shaft, whole connection structure is simple, need not to add lubricating oil in the operation process and also need not to maintain, can be fit for multiple application scenario.
In addition, after detecting and/or observing that the tire type coupling 3 is failed, relevant workers can take measures, firstly, the whole equipment or facility is safely stopped, and then the failed tire type coupling 3 is replaced, so that the safety of the whole equipment or facility is greatly improved, and major production accidents caused by the failure of the tire type coupling 3 can be effectively avoided.
The first and second teeth 112 and 122 of the present disclosure have various embodiments, for example, in one embodiment, the first and second teeth 112 and 122 of the present disclosure may each be provided in plurality, the plurality of first teeth 112 being provided on the first case body 111 at uniform intervals, the plurality of second teeth 122 being provided on the second case body 121 at uniform intervals; the plurality of first teeth 112 and the plurality of second teeth 122 are arranged in a staggered manner, and the size of the gap L between each two adjacent first teeth 112 and second teeth 122 is equal to the maximum failure displacement. In this way, it is possible to bring the first housing 11 and the second housing 12 of the present disclosure into a reliable abutting state after the tire coupling 3 fails, and to transmit torque temporarily (or continuously).
In another embodiment of the present disclosure, the first tooth 112 and the second tooth 122 of the present disclosure may be provided as one, which may also achieve a reliable abutting state of the first tooth 112 and the second tooth 122 when the tire coupling 3 fails.
As a preferred embodiment of the present disclosure, as shown in fig. 3 and 4, the first teeth 112 and the second teeth 122 of the present disclosure are each provided in 4 numbers. The 4 first teeth 112 and the second teeth 122 are respectively arranged at regular intervals, and the 4 first teeth 112 and the second teeth 122 are arranged alternately one by one. In this way, on the basis of ensuring that the first tooth 112 and the second tooth 122 can be brought into reliable abutment after the tire coupling 3 fails, the connection strength of each of the first tooth 112 or the second tooth 122 can be effectively ensured, so that the first tooth 112 or the second tooth 122 can have sufficient strength to effectively continue to transmit torque.
It should be noted that, through a plurality of experiments and practical processes of the inventor, when the number of the first teeth 112 and the number of the second teeth 122 are set to 4, based on the size of the conventional common rubber-tyred coupling 3, the processing difficulty is low, and it can be ensured that the first teeth 112 have sufficient connection strength with the first shell body 111, the second teeth 122, and the second shell body 121, so that the first teeth 112 and the second teeth 122 can continuously transmit torque.
To facilitate convenient and quick replacement of the tire coupling 3 after failure of the tire coupling 3, in an exemplary embodiment of the present disclosure, the first case body 111 is detachably connected with the tire coupling 3; and/or the second shell body 121 is detachably connected with the tire type coupling 3. Thus, after the tire coupling 3 is out of order and the operator stops the whole facility or equipment, the operator can easily and quickly detach the first and second housings 11 and 12 and attach a new tire coupling 3.
As an exemplary application scenario, for example, in the case of a water inlet gate in hydroelectric engineering, the gate is used for controlling a water inlet pipeline of a water turbine, and the gate is generally controlled to open and close by a gate opening and closing machine, and a tire-type coupling is arranged between a corresponding hydraulic drop brake motor and the gate opening and closing machine to transmit torque. As mentioned in the background of the present disclosure, in this scenario, when the tire-type coupler fails, the torque of the hydraulic drop brake damping brake cannot be transmitted to the speed reducer shaft end of the gate hoist through the coupler, and at this time, the gate will freely drop under the action of gravity to cause the gate stall. Serious production safety accidents such as damage of a winch hoist system, damage of a gate, deformation, blockage and poor sealing caused by impact on the bottom of the gate can be caused.
In view of this, according to another aspect of the present disclosure, there is also provided a tire coupling assembly, including a tire coupling 3 and the transmission protection structure in any one of the above technical solutions; the tyre-type coupling 3 comprises a tyre body 31, a first half coupling 32 and a second half coupling 33 which are arranged at two sides of the tyre body 31; the first case body 111 is connected to the first coupling half 32, and the second case body 121 is connected to the second coupling half 33.
So, this disclosure establishes the transmission protection structure cover in the tire formula shaft coupling 3 outside, can be after tire formula shaft coupling 3 reaches the maximum displacement that loses efficacy, first casing 11 and second casing 12 will be close or reach the butt state to play the effect of interim (or continuation) transmission moment of torsion, make the speed reducer axle head of this gate headstock gear can continue to obtain the moment of torsion, in order to avoid the gate to fall freely, and then can avoid the gate stall, be favorable to promoting the security of power station water inlet gate.
Since the carcass 31 of the tire-type coupling 3 has a certain elasticity, during the normal operation of the tire-type coupling 3, the carcass 31 may expand in a certain direction, and in order to ensure that the transmission protection structure of the present disclosure and the tire-type coupling 3 do not interfere with each other, in an embodiment of the present disclosure, a gap is formed between the first tooth 112 and the second tooth 122 and the carcass 31 in a radial direction of the carcass 31. In this way, it is advantageously avoided that the carcass 31 interferes with the first teeth 112 and/or the second teeth 122 after radial expansion, which is advantageous to ensure the normal operation of the tired coupling 3.
In order to ensure that the tire-type coupler 3 does not generate lateral displacement during the operation process, in an embodiment of the present disclosure, as shown in fig. 1 and fig. 3, the first housing 11 further includes a first connecting shaft 113, one end of the first connecting shaft 113 is connected to one end of the first housing body 111 away from the first tooth 112, the other end of the first connecting shaft 113 is used for being connected to a reducer shaft end of the gate hoist, the second housing 12 further includes a second connecting shaft 123, one end of the second connecting shaft 123 is connected to one end of the second housing body 121 away from the second tooth 122, and the other end of the second connecting shaft 123 is used for being connected to an output shaft end of the hydraulic drop brake motor. In this way, the first and second belt bearings 41 and 42 can reliably limit the tire-type coupling 3 at a fixed position, so that the tire-type coupling 3 does not laterally displace during operation, which is beneficial to ensuring continuous and effective torque transmission of the tire-type coupling 3.
In order to save the installation space, in an embodiment of the present disclosure, as shown in fig. 1 and 7, the tire-type coupling assembly of the present disclosure may further include a bracket 5, where the bracket 5 includes a plurality of vertical rods 51 and a plurality of horizontal rods 52, one end of each vertical rod 51 is used for being supported on the ground, and the other end of each vertical rod 51 is connected to the corresponding horizontal rod 52; the plurality of horizontal rods 52 horizontally enclose an annular frame 521, and at least part of the transmission protection structure extends into the annular frame 521. Therefore, at least part of the protection structure extends into the annular frame 521, so that the installation space of the whole tire type coupling assembly in the vertical direction is reduced, the integral structure of the tire type coupling assembly is more compact, and the tire type coupling assembly can be suitable for a smaller installation space.
In an exemplary embodiment of the present disclosure, as shown in fig. 4 to 6, a plurality of first threaded holes 321 may be formed on the first coupling half 32 of the present disclosure, the plurality of first threaded holes 321 are disposed along a circumferential direction of the tire body 31, and a plurality of first through holes 1111 corresponding to the first threaded holes 321 are formed on the first housing body 111; and/or, a plurality of second threaded holes 331 may be formed on the second coupling half 33 of the present disclosure, the plurality of second threaded holes 331 are disposed along the circumferential direction of the tire body 31, and a plurality of second through holes 1211 corresponding to the second threaded holes 331 are formed on the second case body 121. In this way, the first housing 11 and/or the second housing 12 can be detachably connected to the tire-type coupling 3, which is beneficial to conveniently and quickly replacing the tire-type coupling 3 after the tire-type coupling 3 fails.
According to still another aspect of the present disclosure, a hydraulic gate dropping control system is further provided, which includes a gate hoist, a hydraulic gate dropping brake motor and a tire-type coupling assembly in any one of the above technical solutions, one end of the tire-type coupling assembly is connected to a speed reducer shaft end of the gate hoist, and the other end of the tire-type coupling assembly is connected to an output shaft end of the hydraulic gate dropping brake motor.
So, in this disclosed hydraulic pressure floodgate control system that falls, establish the transmission protection structure cover in the rubber-tyred shaft coupling 3 outsidely, can reach the biggest displacement of inefficacy after the rubber-tyred shaft coupling 3, first casing 11 and second casing 12 will be close or reach the butt state, and play the effect of interim (or continuation) transmission moment of torsion, make the speed reducer axle head of this gate headstock gear can continue to obtain the moment of torsion, in order to avoid the gate to freely fall down, and then can avoid the gate stall, be favorable to promoting the security of hydropower station water inlet gate.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A transmission protection structure is characterized by comprising a first shell and a second shell, wherein the first shell and the second shell are combined to form an accommodating cavity, and the accommodating cavity is used for accommodating a tire type coupler;
the first shell comprises a first shell body and at least one first tooth, one end of the first shell body is used for being connected with one end of the tire type coupler, and the first tooth is arranged at the other end of the first shell body; the second shell comprises a second shell body and at least one second tooth, one end of the second shell body is used for being connected with the other end of the tire type coupler, and the second tooth is arranged at the other end of the second shell body; the first shell body, the first tooth, the second shell body and the second tooth together enclose the accommodating cavity;
and a gap exists between the first tooth and the second tooth in the circumferential direction of the tire type coupler, the size of the gap is larger than or equal to the maximum failure displacement of the tire type coupler, and the maximum failure displacement is the displacement corresponding to the maximum failure torsion angle of two ends of the tire type coupler.
2. The transmission protection structure of claim 1, wherein the first teeth and the second teeth are each provided in plurality, the first teeth are provided on the first case body at regular intervals, and the second teeth are provided on the second case body at regular intervals;
the first teeth and the second teeth are arranged in a staggered mode, and the size of a gap between every two adjacent first teeth and the size of a gap between every two adjacent second teeth are equal to the maximum failure displacement.
3. The transmission protection structure of claim 2, wherein said first and second teeth are each provided in 4 numbers.
4. The transmission protection structure according to claim 1, wherein the first case body is detachably connected to the tire type coupling;
and/or the second shell body is detachably connected with the tire type coupler.
5. A tire coupling assembly comprising a tire coupling and a transmission protection structure according to any one of claims 1-4;
the tire type coupler comprises a tire body, a first half coupler and a second half coupler, wherein the first half coupler and the second half coupler are arranged on two sides of the tire body; the first shell body is connected with the first half coupler, and the second shell body is connected with the second half coupler.
6. The tired coupling assembly of claim 5, in which there is a gap between the first and second teeth and the tire carcass in the radial direction of the tire carcass.
7. The tire coupling assembly of claim 5, wherein the first housing further comprises a first connecting shaft, one end of the first connecting shaft is connected to the end of the first housing body away from the first tooth, the other end of the first connecting shaft is used for being connected to a reducer shaft end of a gate hoist, the second housing further comprises a second connecting shaft, one end of the second connecting shaft is connected to the end of the second housing body away from the second tooth, and the other end of the second connecting shaft is used for being connected to an output shaft end of a hydraulic drop brake motor;
the tire type coupling assembly further comprises a first bearing with a seat and a second bearing with a seat which are oppositely arranged, the first connecting shaft penetrates through the first bearing with a seat, and the second connecting shaft penetrates through the second bearing with a seat.
8. The tire-type coupling assembly of claim 5, further comprising a support, wherein the support comprises a plurality of vertical rods and a plurality of horizontal rods, one end of each vertical rod is used for supporting on the ground, and the other end of each vertical rod is connected with the corresponding horizontal rod;
and the plurality of horizontal rods form an annular frame in a surrounding manner in the horizontal direction, and at least part of the transmission protection structure extends into the annular frame.
9. The tire coupling assembly of claim 5, wherein the first coupling half has a plurality of first threaded holes formed therein, the plurality of first threaded holes being arranged along a circumferential direction of the tire body, the first housing body having a plurality of first through holes formed therein corresponding to the first threaded holes;
and/or a plurality of second threaded holes are formed in the second half coupler and are arranged along the circumferential direction of the tire body, and a plurality of second through holes corresponding to the second threaded holes are formed in the second shell body.
10. A hydraulic brake dropping control system is characterized by comprising a gate hoist, a hydraulic brake dropping brake motor and a tire type coupler assembly according to any one of claims 5 to 9, wherein one end of the tire type coupler assembly is connected with the shaft end of a speed reducer of the gate hoist, and the other end of the tire type coupler assembly is connected with the output shaft end of the hydraulic brake dropping brake motor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222627156.5U CN218787264U (en) | 2022-09-30 | 2022-09-30 | Transmission protection structure, tire type coupling assembly and hydraulic brake falling control system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222627156.5U CN218787264U (en) | 2022-09-30 | 2022-09-30 | Transmission protection structure, tire type coupling assembly and hydraulic brake falling control system |
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| CN218787264U true CN218787264U (en) | 2023-04-04 |
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| CN202222627156.5U Active CN218787264U (en) | 2022-09-30 | 2022-09-30 | Transmission protection structure, tire type coupling assembly and hydraulic brake falling control system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117090876A (en) * | 2023-10-20 | 2023-11-21 | 盛视科技股份有限公司 | Double-braking outer rotor brake machine and braking control device |
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2022
- 2022-09-30 CN CN202222627156.5U patent/CN218787264U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117090876A (en) * | 2023-10-20 | 2023-11-21 | 盛视科技股份有限公司 | Double-braking outer rotor brake machine and braking control device |
| CN117090876B (en) * | 2023-10-20 | 2023-12-26 | 盛视科技股份有限公司 | Double-braking outer rotor brake machine and braking control device |
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