JPH04279298A - Clutch device of press machine - Google Patents

Abstract

PURPOSE:To make high speed the clutch ON-OFF motion of the cylinder driving system clutch device and to largely shorten both of the time which reaches until the stable rotation on the press drive beginning time and which executes until the sure brake on the drive stopping time. CONSTITUTION:The subcylinder room (47) composed of the sub-piston (44) and the sub-cylinder (42) having the pressurizing section area A2 smaller than the pressurizing section area A1 of the piston (34) is formed, the piston (34) and the subpiston (44) are connected continuously as one body like so that each pressurizing section areas (34A, 44B) is opposed, and the composition is to connect through the cylinder room (37) and the sub cylinder room (47) with the throttle stream path (41).

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch device for a press machine. In particular, the present invention relates to a clutch device that can significantly shorten both the time required to reach stable rotation when starting press operation and the braking time when stopping press operation.

0002

2. Description of the Related Art FIG. 3 shows the general structure of a power press machine. In the same figure, 2 is a crankshaft, and its eccentric portion 2e
A slide 4 is connected to via a connecting rod 3. Rotational power is applied to the crankshaft 2 from the drive shaft 1 via the gear train 5. Also, belt 8
The flywheel 6, which is rotationally driven by the motor 7 via the clutch device 20, is coupled to and separated from the drive shaft 1 by a clutch device 20. On the other hand, the drive shaft 1 is braked by a brake device 50.

Therefore, when the brake device 50 is in a brake releasing (OFF) operation and the clutch device 20 is in an engaging (ON) operation, the rotational energy stored in the flywheel 6 is transmitted to the drive shaft 1, and the gear train 5 , the crankshaft 2, and the connecting rod 3, the slide 4 can be moved up and down. In order to stop the slide 4 at a desired stop position such as top dead center, the clutch device 20 is disconnected (OFF) and the brake device 50 is operated.
It is well known that all that is required is to operate the brake (ON).

[0004] The clutch device 20 also includes a solenoid 2.
The solenoid valve 29 is energized to open the solenoid valve 29, and the solenoid valve 29 is turned on by supplying air at a predetermined pressure P to the air supply port 32B through the air supply pipe 28, and turned off when the solenoid 29S is de-energized to release the air pressure. On the other hand, the brake device 50 is normally turned on by the biasing force of a spring, and the solenoid 79S is energized, the solenoid valve 79 is opened, and a predetermined pressure P is applied to the air supply pipe 72B through the air supply pipe 78.
It is turned off by supplying air. Therefore, the solenoid 29S and the solenoid 79S are generally configured to be excited simultaneously.

Although FIG. 3 shows a so-called separate type, the essence remains the same even if it is a so-called combination type in which the clutch device 20 and the brake device 50 are integrated.

By the way, the clutch device 20, for example, in the case of a separate type, has a structure as shown in FIG. In the figure, a drive shaft 1 is rotatably supported via a bearing 11 attached to a frame 10 and a casing 12 fixed by bolts, and a clutch hub 22 is attached so as to be movable within a certain range in the axial direction. .

The clutch device 20 can be roughly divided functionally into a clutch section 21 (clutch hub 22, friction plate 23, pressing member 36, pressure receiving member 6B) and clutch actuating means 31 (cylinder 32, piston 34). , cylinder chamber 3
7, the air supply pipe 28, solenoid valve 29), and FIG.
It consists of a clutch release means 38 (a release spring 39 fitted to a pin 39A, etc.) shown in FIG. 4 (shown out of phase with FIG. 4). Note that the cylinder 32 and the pressure receiving member 6B are fixed to the flywheel 6 with bolts 32A. Further, 35 is a sealing member.

Therefore, if air at a predetermined pressure P is sent into the cylinder chamber 37 of the clutch actuating means 31 from the air supply port 32B, the pressurized cross section 34A (pressurized cross-sectional area A1) is pressed leftward in the figure, thereby reducing friction. Plate 22 to flywheel 6 (6B)
, the clutch can be turned on. On the other hand, if the pressure air is pulled out from the cylinder chamber 37, the clutch release means 3
The OFF operation can be performed by the biasing force S of the release spring 39 of 8.

In order to increase the speed of starting and stopping the press machine, not only the performance of the brake device 50 but also the clutch device 20 must respond quickly. In other words, it is necessary to shorten the time required to reach stable rotation when starting the press operation, and to quickly stop the press operation when the press operation is stopped. On the other hand, if the press work can be performed with stable rotation from the first punch, it is also effective in improving quality because it will not be affected by variations in the bottom dead center due to SPM changes. However, in order to speed up the ON operation of the clutch device 20, it is desirable that the air pressure P applied to the cylinder chamber 37 be high, but it cannot be unnecessarily high in order to ensure the specified torque. Moreover, from the viewpoint of speeding up the OFF operation, it is preferable that the air pressure P is as low as possible. Thus, in the past, it has generally been determined that the air pressure P supplied to the cylinder chamber 37 is as low as possible within a range that can reliably maintain the clutch ON state and guarantee the specified torque.

0010

[Problems to be Solved by the Invention] However, in today's world where press machines are required to operate at higher speeds, due to the contradictory phenomena of shortening the clutch ON operation time and clutch OFF operation time, it is necessary to reduce the cylinder chamber 37 as a so-called compromise.
Conventional methods for determining internal air pressure are no longer able to meet this requirement.

On the other hand, the air pressure supplied into the cylinder chamber 37 is set to high pressure for the clutch ON operation in order to shorten the time, and to ensure that the specified torque is transmitted after the crankshaft 2 reaches stable rotation. A so-called two-stage pneumatic switching system that uses a low pressure may be considered. However, in this system, two sets of the air supply means (28, 29, etc.) must be provided, and a switching device for them is also required, resulting in a complicated structure and high cost. Moreover, in today's world, where the density of equipment mounting inside the crown is increasing due to increased automation, it is disadvantageous in terms of space and is extremely difficult to put into practical use.

[0012] An object of the present invention is to provide a press machine that can simultaneously achieve both shortening of the time required to reach stable rotation at the start of press operation and rapid braking at the time of stopping operation, which are contradictory when the supply air pressure is kept constant. The purpose of this invention is to provide a clutch device.

[0013]

[Means for Solving the Problems] The present invention has a configuration in which a small sub-cylinder chamber containing a sub-piston in the opposite direction to the piston is provided on the opposite side of the cylinder chamber, and both cylinder chambers are communicated with each other through a throttle flow path. It accomplishes its purpose. That is, the present invention provides a clutch device for a press machine configured to supply pressurized air to a cylinder chamber formed between a cylinder and a piston to perform a clutch engagement operation. A sub-cylinder chamber consisting of a sub-piston and a sub-cylinder having a pressurizing cross-sectional area is provided, and the piston and the sub-piston are integrally connected so that their respective pressurizing cross-sections face each other, and the cylinder chamber and the sub-cylinder chamber are It is characterized by communicating with the cylinder chamber through a throttle channel.

[0014]

[Operation] In the present invention, when air at a predetermined pressure Ph is supplied to the cylinder chamber, the piston moves and the clutch can be turned on. In this case, the air pressure Ph is slightly higher than the air pressure required for transmitting the specified torque without the sub-cylinder, so it can be turned on at high speed. When the crankshaft reaches a stable rotational speed, the air in the cylinder chamber is flowing into the sub-cylinder chamber through the throttle channel, so the pressure in the cylinder chamber and the pressure in the sub-cylinder chamber become the same pressure Ph. There is. Then, a pressing force F1 determined from the pressure Ph and its pressurized cross section A1 is generated in the piston, but an opposite pressing force F2 determined by the pressure Ph and its pressurized cross section A2 is generated in the sub-piston. Here, since the piston and sub-piston are integrally connected, the actual pressing force generated on the piston is F (= F1
-F2). In other words, the clutch can be turned on with the pressing force F required to transmit the specified torque. Therefore,
The specified torque can be guaranteed after reaching stable rotation while making the clutch ON operation high speed.

On the other hand, when the clutch is turned off, the air pressure Ph in the cylinder chamber is released to the atmosphere. Then, the pressure inside the cylinder chamber is reduced to atmospheric pressure Po, but the pressure inside the sub-cylinder chamber remains as residual pressure P due to the orifice effect of the throttle channel. Therefore, the pressing force F1 of the piston disappears, but the reverse pressing force F2 of the sub-piston remains, and together with the urging force S of the release spring, the piston is forcibly urged in the clutch OFF direction. Therefore, the clutch OFF operation can be performed at a higher speed than when the clutch is released only by the biasing force S of the release spring.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, this clutch device has the same basic configuration as the conventional example shown in FIG.
Speeding up without changing air pressure, shortening the time to reach stable rotation at the start of press operation, and braking device when stopping operation 5
The structure is such that it can promote rapid braking by zero. Of course, after reaching stable rotation, the specified torque can be automatically guaranteed.

Note that the same or common parts of the clutch portion 21, the clutch actuating means 31, and the clutch releasing means 38 are designated by the same reference numerals as in the conventional example, and the description thereof will be simplified or omitted.

In FIG. 1, the cylinder chamber 37 is fitted with a piston 34 fitted so as to be slidable in the axial direction via the cylinder 32 and the seal member 35 (the end face on the right side in the figure...the pressurized cross section 34).
A). On the other hand, the rapid actuation means 40
The sub-cylinder chamber 47 that forms the sub-cylinder 42 that is integrated with the cylinder 32 and the sub-piston 44 that is fitted into this sub-cylinder 42 (the end face on the left side in the figure...the pressurized cross section 44
B). The piston 34 and the sub-piston 44 are integrally connected by a connecting means consisting of a bush 38 and a bolt 39 that are slidable within the through hole 33 of the cylinder 32. Pressurized cross section 34A and pressurized cross section 44
B is said to be in the opposite direction.

Here, the pressurized cross-sectional area of the pressurized cross-section 34A is A.
1. If the pressurized cross-sectional area of the pressurized cross-section 44B is A2, then A1
>>A2. Furthermore, the relationship between the pressurized cross-sectional areas A1 and A2 is as follows: In the conventional structure, the leftward pressing force F of the piston 34 in FIG. When the air pressure inside the chamber 37 is P, F=P×A1=Ph(A1-A2)
<<It is selected that Ph×A1 holds true.

In order to establish this relationship, the cylinder chamber 37 and the sub-cylinder chamber 47 are communicated with each other through the throttle passage 41. The throttle channel 41 in this embodiment is
A gap is formed between the inner diameter of the through hole 33 and the outer diameter of the bush 38, and this gap is filled with air at a pressure Ph supplied to the cylinder chamber 37 to turn on the clutch and ensure stable rotation of the crankshaft 2. It is determined that the orifice action is exerted so that the internal pressures of both the cylinder chamber 37 and the sub-cylinder chamber 47 become the same pressure Ph at the time when the pressure Ph is reached. Note that the pressures in both chambers 37 and 47 in the clutch OFF state are both atmospheric pressure Po.

Next, the operation of this embodiment will be explained using FIG. 2, which schematically shows it. When starting the press operation, when air pressure Ph is supplied into the cylinder chamber 37, the piston 34 has a pressing force Fh determined as the product of its pressurized cross-sectional area A1 and the pressure Ph, as shown in FIG. 2(A). Occur. This pressing force Fh is larger than the pressing force F required to transmit the specified torque. That is, whereas in the conventional structure the clutch was turned ON using a pressing force F, the clutch can be turned on at a much higher speed. Note that at this stage, the throttle flow path 41 is not yet substantially in operation, and the piston 34 is directed toward the left (C) in the diagram.
LCH indicates the clutch ON position. ) is also very small, so the air pressure inside the sub-cylinder chamber 47 is almost equal to the atmospheric pressure Po.

[0022] Before the crankshaft 2 reaches stable rotation, air flows into the sub-cylinder chamber 47 from the cylinder chamber 37 through the throttle passage 41. In other words, when stable rotation is reached, the pressure inside the cylinder chamber 37 is Ph as shown in (B), but the pressure inside the sub-cylinder chamber 47 is Po.
The pressure is increased from As a result, both chambers 37 and 47 are
The pressure becomes the same Ph. In this case, a leftward pressing force F1 (=A1×Ph) is generated on the piston 34, and the sub-piston 44
A rightward pressing force F2 (=A2×Ph) is generated. As a result, the substantial pressing force applied to the piston 34 is F (=F
1-F2).

Here, the pressing force F is equal to the pressing force (F) that occurs when an ideal air pressure P is applied to transmit a specified torque into the cylinder chamber 37 in the conventional structure. That is, the clutch ON operation itself is performed at high speed by generating a large pressing force Fh using the pressure Ph, but after the crankshaft 2 reaches stable rotation, the pressing force F can be automatically adjusted to ensure the transmission of the specified torque.

On the other hand, when stopping the press operation, the same 2 (
As shown in C), the air in the cylinder chamber 37 is released to the atmosphere. Then, the air pressure in the cylinder chamber 37 quickly becomes atmospheric pressure Po, but in this case as well, the throttle passage 41 functions as an orifice. Therefore, the sub cylinder chamber 47
Since the air pressure inside is maintained at a residual pressure P that is approximately equal to Ph, a rightward pressing force F22 that is approximately equal to the rightward pressing force F2 continues to exist in the sub-piston 44. Therefore, in the conventional structure, the inside of the cylinder chamber 37 is opened to the atmosphere and released by the biasing force S of the release spring 39, whereas in the present invention, the cylinder chamber 37 is released by the urging force S of the release spring 39.
Since the clutch is actively turned off by the pressing force F2 in addition to the urging force S of the spring 39, the clutch can be turned off at a much higher speed than when only the urging force S of the spring 39 is used in the related art.

According to this embodiment, the sub-piston 44 and the sub-cylinder 4 have a small pressurizing cross-sectional area A2.
2, and the sub-piston 44 is integrally connected to the piston 34 so that both pressurizing sections 34A and 44B are in opposite directions, and the cylinder chamber 37 and the sub-cylinder chamber 47 are Because of the structure in which the clutches are communicated through the throttle flow path 41, high-speed clutch ON operation is possible with a large pressing force Fh, and after the crankshaft 2 reaches stable rotation, the specified torque can be guaranteed to be transmitted with the pressing force F. When the clutch is turned off, in addition to the biasing force S of the release spring 39, the residual pressure P in the sub-cylinder chamber 47 actively biases the sub-piston 44, that is, the piston 34. Clutch OFF operation can be done much faster than before. Therefore, both the time to reach stable rotation at the start of press operation and the braking time at press stop can be automatically and significantly shortened.

Furthermore, the sub-cylinder 42 is configured to also serve as a part of the cylinder 32 which is essential to the present device, and the sub-piston 44 is also small, so the structure is simple, the operation is stable, and the cost is low. Furthermore, there is no need to increase the size of the entire clutch device.

Furthermore, since the air supplied into the cylinder chamber 37 only needs to be at one type of pressure Ph, the air supply means (28, 29
etc.), the conventional structure can be used as is without modification.

In the above embodiments, the friction plate 23 is of a single plate type and is of a separate type from the brake device 50, but this can also be implemented as a multi-plate type or a combination type.

[0029]

As described above, according to the present invention, a sub-cylinder chamber consisting of a sub-cylinder and a sub-piston with a small pressurizing cross section is provided, and the sub-piston is integrated with the piston so that its pressurizing cross-sectional area faces the piston. Since the structure is such that both cylinder chambers are connected to each other through a throttle flow path, it is possible to speed up the clutch ON operation and automatically guarantee the specified torque after the crankshaft reaches stable rotation. Clutch OFF operation can also be performed at high speed with a significant reduction in time. Therefore, the time required to reach stable rotation at the start of press operation and the time required to achieve reliable braking when the press is stopped can be significantly shortened.

[Brief explanation of the drawing]

FIG. 1 is a side sectional view showing one embodiment of the present invention.

FIG. 2 is a diagram for explaining the operation.

FIG. 3 is a diagram for explaining the configuration of a general press machine.

FIG. 4 is a side sectional view showing a conventional clutch device.

FIG. 5 is a diagram for explaining clutch release means.

[Explanation of symbols]

1 Drive shaft 2 Crankshaft 4 Slide 6 Flywheel 10 Frame 20 Clutch device 21 Clutch section 22 Clutch hub 23 Friction plate 28 Air supply pipe 29 Solenoid valve 31 Clutch actuation means 32 Cylinder 32B Air supply port 34 Piston 34A Pressurized cross section (pressurized Cross-sectional area A1) 35 Seal member 36 Pressing member 37 Cylinder chamber 38 Clutch release means 39 Release spring 39A Pin 40 Rapid actuation means 41 Throttle channel 42 Sub-cylinder 44 Sub-piston 44B Pressure cross-section (pressure cross-section A2) 47 Sub Cylinder chamber 50 Brake device

Claims (1)

[Claims] 1. A clutch device for a press machine configured to supply pressurized air to a cylinder chamber formed between a cylinder and a piston to perform a clutch engagement operation, wherein the clutch device is configured to perform a clutch engagement operation by supplying pressurized air to a cylinder chamber formed between a cylinder and a piston. A sub-cylinder chamber consisting of a sub-piston and a sub-cylinder having a pressurizing cross-sectional area is provided, and the piston and the sub-piston are integrally connected so that the respective pressurizing cross-sections face each other,
A clutch device for a press machine, characterized in that the cylinder chamber and the sub-cylinder chamber are communicated with each other through a throttle channel.