JPS608179Y2 - Two-scratch connection device - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a device for achieving complete engagement of the tooth clutch in a transmission employing a tooth clutch (tooth clutch).

Conventionally, two-scratch engagement was done by rotating the driving side at a very low speed and energizing the clutch, and utilizing the relative slip of the clutch due to the load inertia during engagement to avoid peak-to-peak engagement. In some cases, when the clutch is connected, the slippage of the clutch is not sufficient, and the clutch is connected with the threads remaining in mesh with each other, and the clutch may be damaged if a load is applied during high-speed rotation.

Figures 1 and 2 are enlarged views of part of the teeth of the tooth clutch.
As shown in the figure.

FIG. 1 shows the state before connection, and FIG. 2 shows the incompletely connected state after connection.

In addition, 13 in the figure shows the yoke side, and 14 shows the armature side.

Due to the characteristics of electromagnetic attraction, in tooth scratches, even if suction starts from the state shown in Fig. 1, it often ends up in the adsorption state as shown in Fig. 2, and it is rare to obtain a complete connection between peaks and valleys, and the connection is difficult. Due to its difficulty, it was only used in a limited number of fields, despite its features such as high torque transmission characteristics and low idling torque.

SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission in which the two-scratch is completely engaged within the framework of a conventional transmission mechanism without using any special equipment.

The configuration of the present invention is that in a device that transmits power through transmission mechanisms using tooth clutches in multiple systems with different speed ratios between two axes, the tooth clutches of two transmission mechanisms of the multiple systems are simultaneously activated. By providing a means for operating (energizing) the tooth clutch of another transmission mechanism in addition to the tooth clutch of the transmission mechanism to be selected using the means when the tooth clutch is connected, the peaks of the tooth clutches can be adjusted. It is characterized by generating relative slip in the engagement to achieve complete engagement.

Furthermore, when the two tooth clutches are fully engaged,
Since the drive system is in a speed-restricted state and the two shafts are stopped, only the operation of the two-scratch of the other transmission mechanism is then stopped, and normal power transmission by the selected two-scratch is started.

FIG. 3 is a diagram showing a main shaft drive system of a machine tool using the present invention.

In the figure, 1 is a driving shaft, 2 is a main shaft, and 3 is a main shaft drive motor.

4 is a high-speed side clutch, 5 is a high-speed side driving gear, and 6 is a high-speed side driven gear, which constitute a high-speed side transmission mechanism.

7 is a low-speed side clutch, 8 is a low-speed side driving gear, and 9 is a low-speed side driven gear, which constitute a low-speed side transmission mechanism.

10.11 is a bearing, and 12 is a coupling.

The details of the low-speed side clutch 7 are shown in a sectional view in FIG.

In the figure, 1, 8 and 10 indicate the same parts as in FIG.

In addition, 13 and 14 are the same as the yoke and armature shown in Figures 1 and 2, 15 is the clutch coil, and 16 is the same as the yoke and armature shown in Figures 1 and 2.
1 is a boss, 17 is a bearing, 18 is a bearing, 19 is a key, and 20 is a stopper for the clutch coil 15.

The yoke 13, which is energized to the clutch coil 15, becomes an electromagnet and attracts the armature 14.

FIG. 5 shows a control circuit that energizes the clutch coil to operate the clutch.

In the figure, 15 is a clutch coil for the low-speed clutch 7, 21 is a clutch coil for the high-speed clutch 4, 22 is a power source, 23 is a switch for energizing the low-speed clutch coil 15, and 24 is for energizing the high-speed clutch coil 21. This is the switch.

The portions described above in the circuit of FIG. 5 are included in a conventional control circuit for a spindle drive system.

The features of the present invention in the circuit shown in FIG. 5 are the newly provided interlocking switches 25a and 25b and their connection circuits.

That is, by pressing the interlock switch 25at25b, the low-speed clutch coil 15 and the high-speed clutch coil 21 are energized simultaneously, and the low-speed clutch 7 and the high-speed clutch 4 are operated simultaneously.

Next, the coupling operation of the clutch will be explained.

It is assumed that the interlocking switches 25a and 25b shown in FIG. 5 are pressed to operate the clutches 4 and 7, and the yoke side and armature side of both clutches are connected as shown in FIG. 2.

When the motor 3 is operated from this state, relative slip occurs in the clutch yoke 13, which rotates at the same time as the driving shaft 1, and the clutch armature 14, which is in close contact with the clutch yoke 13, so that the motor 3 enters a completely engaged state.

When one of the clutches is connected normally, the remaining clutch is also connected normally, and at this point the drive system becomes locked and stops.

That is, at this point, the two clutches are fully engaged, so if you select and press either the low-speed side switch 23 or the high-speed side switch 24 in Fig. 5, and then release the interlocking switch 25, the selected clutch will be activated. Power is transmitted from the driving shaft 1 to the main shaft 2 via a low-speed or high-speed transmission mechanism.

Note that in the above embodiment, a case is shown in which the high-speed side clutch 4 and the low-speed side clutch 7 attached to the driving shaft 1 are operated simultaneously, but the present invention is not limited to this, and the high-speed side clutch 4 and the low-speed side clutch 7 attached to the driving shaft 1 are operated simultaneously. It is also possible to attach the clutch 4 and the low-speed side clutch 7 to the main shaft 2, respectively, and to operate both clutches 4 and 7 at the same time.

As described above, according to the present invention, complete engagement of the two-scratch can be obtained by making slight changes to the electric control part without changing the configuration of the conventional transmission. It becomes possible to manufacture a transmission.

[Brief explanation of drawings]

Figure 1 is an exploded view showing the state of the teeth of the tooth clutch before they are connected, Figure 2 is a diagram showing the incompletely connected state of the teeth of the tooth clutch after they are connected, and Figure 3 is a work using the present invention. FIG. 4 is a detailed sectional view of the low-speed clutch shown in FIG. 3, and FIG. 5 is an electric circuit diagram for controlling the operation of the tooth clutch shown in FIG. 3. 1: Driving shaft, 2: Main shaft, 3: Driving shaft drive motor, 4: High-speed side clutch, 7: Low-speed side clutch, 25a, 25b:
Interlocking switch.

Claims (1)

[Scope of utility model registration request] In a device that transmits power through transmission mechanisms using tooth clutches in multiple systems with different speed ratios between two shafts, it is connected to the tooth clutches of each transmission mechanism, and the direction and engagement of each of these tooth clutches is determined. What is claimed is: 1. A tooth-scratch coupling device comprising: a plurality of members that are actuated in a direction away from the tooth; and a control circuit that simultaneously and separately actuates two of the plurality of members.