JPS62164982A - Drive for electric type gate door - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Industrial applications The present invention relates to an electric gate drive device.

Conventional gates are generally of the manual type, which is opened and closed by human power, but for large-sized gates, electric type doors are used, which are opened and closed by the driving force of a motor. Electric gates transmit the output of the motor to the sprocket via a speed reducer, and the engagement between the sprockets 1 and the rack allows the door to move from the rack to the rack. A: It is used because it can move in a straight line.

In such electric gates, when the door is stopped, the impact force due to skin inertia etc. decelerates the other power transmission mechanisms, and the repetitive action of this impact force causes fatigue of the gate 1, causing deceleration. This often results in damage to the machine.

Furthermore, electric gates use a motor with a brake (-J motor), but in this case, in the event of a power outage or electrical failure, the current to the motor is cut off. When this happens, the brake is automatically applied to the motor, but since there is a speed reducer between the door and the motor, the door cannot be moved by hand at all, as if it were locked.In other words, there is no possibility of electrical problems such as power outages. When this occurs, there is also the drawback that the door cannot be opened or closed.

Purpose of the Invention In view of the actual state of the prior art, an object of the present invention is to reduce the impact force caused by the inertia of the door when stopping the door.
In addition, even in the event of an electrical problem such as a power outage, the door drive sprocket can be completely released from the brake of the motor, etc., and the door can be opened manually with a simple operation. To provide a drive device for an electric gate that can be opened and closed.

Structure of the Invention The structure of the present invention to achieve the above object is to form a rack along the moving direction of a door that moves laterally to open and close;
In an electric gate driving system in which a speed reducer is interposed between a sprocket that meshes with the rack and a motor, and the door is opened and closed by the slowed rotation of the sprocket, the speed reducer and the sprocket Slide machine between
By interposing a clutch mechanism, the sliding mechanism slips in response to a strong impact force, but the clutch mechanism can easily break the mechanical connection between the sprocket and the speed reducer. It can effectively absorb and alleviate the impact force applied to the reducer when stopping, and
The gist of this is that the door can be easily opened and closed manually in the event of an electrical problem such as a power outage.

Example Examples will be described below with reference to the drawings.

The drive device for the electric lock m is provided with a reduction gear (R and sliding) B and a clutch mechanism C between the motor M and the driving subblock l-3. Fig. 2).

The structure of the electric gate is such that the mD is supported horizontally on the company P via wheels 6 and reid rollers 6a so as to be movable in the longitudinal direction thereof, and one side of the lower frame 7 of the door is , a rack 8 that meshes with the drive sprocket S is provided from one end to the other end, and the rack 8 is connected to the upper and lower brackets 8a.
, 88, a large number of pins 8b, 8b, . . . are arranged in a row.

Deceleration +XI R has human power shaft 2 from motor M on the side.
protrudes laterally, and the output shaft 1 protrudes from the center of the top surface. The input shaft 2 is connected to the motor M via a torque limiter 9, while on the reducer R, a sliding mechanism B and a clutch mechanism C are integrally assembled in a tower shape around the output shaft 1. and near the lower end of the tower T, there is a drive sprocket l-
3 is installation 1).

In order to transmit power from the output 4III11 to the sprocket S, the inner sleeve 10, the ring plate 11, and the outer sleeve 1 are installed in the j75-shaped part T in the order of power transmission.
2. Clutch 13 is interposed. Further, a coil spring 20 is used to bias the outer sleeve 12 against the I-1 sensing plate 11, and a clutch shaft 21 located on the handle 22 is used to move the clutch 13 up and down, that is, to engage and disengage it. ing.

The inner sleeve 10 has a stepped portion 10a formed on the inner circumferential surface near the lower end so that the inner diameter of the lower end becomes larger, and a stepped portion 10a formed on the outer circumferential surface near the upper end so that the outer diameter of the upper end becomes smaller. 10
b is formed. Further, a male thread 10G is formed at the upper end, and a flange-like hub 10d is provided at the lower end. The lower end portion is fitted into the output 11'll+1 and fixed to the key 1a or the lock poles i to lb so as to rotate together with the output shaft 1.

l? The cavity 11 is formed into a ring shape that fits into the lower end of the inner sleeve 10, and is attached to the upper surface of the hub 10d of the inner sleeve 10. .

The outer sleeve 12 is rotatably fitted to the outer periphery of the upper end of the inner sleeve 10 via a sliding bearing 22.

Its shape is such that a stepped portion 12a is formed on the outer circumferential surface near the upper end so that the outer diameter at the lower end becomes smaller (Fig. 7), and external teeth 12b, 12b, etc. are protruded on the outer circumferential surface of the upper end. (Fig. 5, Fig. 7). Further, a hub 12C is formed at the lower end (Fig. 2), and the hub 12C is placed on the friction plate 11.
2G is a vehicle chassis, the upper end of the outer sleeve 12 protrudes slightly above the height of the outer peripheral stepped portion 10b of the inner sleeve 10, and its lower end surface is connected to the ring-shaped plays 1 to 20C.
The coil spring 20 is pressed through the coil spring 20.

To remove the coil spring 20 (for 1't), use the adjusting nut 1 to
20 a, upper and lower ring-shaped play 1-20 b, 20
These members are fitted onto the upper end of the inner sleeve 10, and the nut 20a is screwed onto the male thread 10c, while the plates 1 to 20G are fitted onto the upper end surface of the outer sleeve 12.

The boss 25 of the sprocket l-3 is rotatably fitted into the outer sleeve 12, and its lower surface is rested on the hub 12C. Lower teeth 26 are formed on the upper surface of the boss 25 (FIGS. 3 and 4).

The clutch 13 has an inverted cylindrical case shape so as to cover the upper end portion of the inner sleeve 10, such as the spring 20, and has a female thread 13a at the center of the upper end (FIG. 2). . Further, the outer sleeve 12 has external teeth 1 on the inner circumferential surface of the lower end.
2b, 12b... to form internal teeth 13b, 13b... which are always engaged only in vertical movement, as shown in FIGS. 5 and 8.
Upper teeth 13C that mesh with the lower teeth 26 of the sprocket S are formed on the lower end surface (FIG. 3). The lower tooth 26 and the upper tooth 13C are disengaged by the upward movement of the clutch 13 (Fig. 6), and the vertical movement of the clutch 13 is caused by the clutch shaft 21
by rotating it by operating the handle 22.

As described above, the clutch shaft 21 is fitted into the inner sleeve 10 so as not to be able to move up and down (FIG. 2), and its structure further includes an annular portion 21G at the lower end, which is connected to the inner sleeve 10. A stepped portion 21a is formed near the upper end so that the upper end has a small diameter, and a male thread 21b is formed above the stepped portion 21a.
, and screw the I/J screw 21b into the 1 inch screw 13a of the clutch 13. In addition, there is a handle 22 at the top end.
is fixed.

The clutch 13 hits both the stepped portion 21a of the clutch shaft 21 and the handle 22, so its vertical movement range is restricted, and at its lowest limit, there is a gap between it and the upper end surface of the boss 25 of the sprocket S. A gap 28 is created (FIG. 4).

Because this gap 28 is created, the outer sleeve 12 is free from wear.
The force for pressing the sensing plate 11 is determined only by the elasticity of the spring 20 without being affected by the position of the clutch 13, and this pressing force is adjusted by the adjusting nut 20a. Be free.

In the above-mentioned electric gate drive device, when the output shaft 1 of the motor R rotates, the inner sleeve 10 rotates, and the outer sleeve 12 rotates together through the friction plate 11. (Figure 2). The outer sleeve 12 has outer teeth 12b, 12b... and inner teeth 13b, 13b...
While the clutch 13 is always engaged through the inner sleeve 10, the spring 20 and the clutch shaft 21 are removed, so the clutch 13, the spring 20, the clutch shaft 21, etc. Rotate.

The above operation is performed regardless of whether the clutch 13 is engaged or not. In this case, the inner sleeve 10 and the outer sleeve 12
Since the sliding mechanism B works to transmit power between the two, the maximum transmission torque can be adjusted by the adjusting nut 20a. In other words, by screwing the adjustment nuts 1 to 20a downward and compressing the spring 20, the hub 12G of the outer sleeve 12 can force the friction detection plate 11 against the hub 10d of the inner sleeve 10. As a result, the transmitted torque increases, and conversely, when the adjustment knob t-203 is screwed upward, the transmitted I/rook decreases.

Therefore, when f7D is electrically opened and closed, the entire lower part of the tower rotates, and the sprocket S rotates together with it. In this case, power is transmitted from the outer sleeve 12 to the sprocket S by the clutch structure C. In other words, the clutch shaft 2 screwed into the female thread 13a of the clutch 13
When clutch 1 is rotated by operating the handle 22, clutch 1
3 can be moved up and down, so if the clutch 13 is lowered and the upper teeth 13 c at the lower end engage with the lower teeth 26 of the sprocket S, the clutch mechanism C is connected and the outer sleeve 1
Power is now transmitted from sprocket 2 to sprocket l-3 (Figures 2 and 4). Conversely, when the clutch 13 is raised by operating the handle 22 (FIG. 6), the engagement is disengaged and the transmission of power from the outer sleeve 12 to the sprocket S is cut off.

During normal times when there are no electrical troubles, the clutch 13 is kept in a lowered state, that is, the clutch mechanism C is kept in an engaged state (FIG. 2). At this time, when the output shaft 1 of the reducer R rotates due to the operation of the motor M, the entire lower portion of the tower rotates as one, and the door door opens or closes by driving the sprocket S.

When the opening/closing operation of the door is completed, the door collides with a stopper (not shown) and is stopped. At the same time, a control circuit (not shown) cuts off the power to the motor M. At this time, even if there is a rare time mismatch between the stop of fKD and that of the motor M, the sliding mechanism B causes the inner sleeve 10 to Since C can slide between the outer sleeve 12 and the reducer R, there is no fear that an excessive force exceeding the maximum transmission torque determined by the adjustment of the adjustment nut 20a will be applied to the power transmission mechanism including the reducer R. The same applies when stopping the door halfway, and motor M is a motor with a brake,
Even if the time required for the door to stop is extremely short and rare, the impact force exerted on the inertia of the door can be effectively absorbed and alleviated by the sliding mechanism B. J5, the torque limiter 9 between the motor M and the reducer R must be provided as a backup for the sliding mechanism B, and the setting value of its maximum transmission torque should be determined by taking into account the reduction ratio of the reducer R. It is better to set it somewhat more sensitively than that of sliding mechanism B.

When the motor M is stopped due to a power outage or an electrical failure, the braking force of the motor M is increased by the reducer R, so as long as the clutch 13 is engaged, the sprocket S becomes unable to rotate. [D can no longer be opened and closed manually (state shown in Figure 2). However, by rotating the handle 22 and moving the clutch 13 upward,
When the clutch mechanism C is disengaged (the state shown in FIG. 6), the connection between the outer sleeve 12 and the sprocket S is broken.
Since the sprocket S can rotate freely, the folding can be easily opened and closed 1' by hand.

Note that the vertical movement of the clutch 13 with respect to the outer sleeve 12 is achieved by engagement between the internal teeth 13b and the external teeth 12b, but instead of this, spline construction or a simple key and keyway may be used. Of course it's a good thing.

According to the detailed description of the invention, the motor 1111
A sliding mechanism and a clutch are connected between the reducer connected to Ij? and the door drive subblocks 1 to 1. + S: Intervening U
Therefore, when opening and closing the door electrically, even if there is a time mismatch between the stop of the motor and the stop of the door, the resulting impact force is effectively absorbed and alleviated by the sliding mechanism. This not only prevents fatigue and damage due to the repeated impact force, but also prevents damage.
If the power transmission to the sprocket is cut off using the clutch mechanism, only the sprocket can be idled, which has the excellent effect of allowing the door to be easily opened and closed manually.

In addition, there is a sliding mechanism and a separate clutch, and the deceleration is on top.
Since it can be integrated into one piece, it also has the effect of being extremely compact as a whole.

[Brief explanation of drawings]

The drawings show one embodiment; Fig. 1 is a front view of the electric gate; Fig. 2 is a cross-sectional view of the main parts with the clutch engaged;
3 is a side view of the main part of FIG. 2, FIG. 4 is an enlarged sectional view of section A in FIG. 2, FIG. 5 is a sectional view taken along the line X-X of FIG.
The figure is a cross-sectional view of the main part when the clutch is disengaged.
The figure is a partial sectional view of the outer sleeve, and FIG. 8 is a partial sectional view of the clutch. B...Sliding mechanism C...Clutch mechanism D...Door M...Motor R...Reducer S...Sprocket...Output shaft 8...Clutch 10...Inner sleeve 10d , 12G...Hub 11...Friction plate 12...Outer sleeve 13...Clutch 13C...Upper tooth 20...Spring 21...Clutch shaft 26...Lower tooth

Claims (1)

[Claims] 1) Driving an electric gate by forming a rack along the moving direction of the door that moves laterally to open and close, and meshing the rack with a sprocket that is rotated by a motor via a reducer. What is claimed is: 1. A driving device for an electric gate door, characterized in that a sliding mechanism and a clutch mechanism are interposed between the speed reducer and the sprocket. 2) The sliding mechanism and the clutch mechanism include an inner sleeve integrally attached to the output shaft of the reducer, an outer sleeve on the inner sleeve, and the sprocket on the outer sleeve.
A flange-like hub is formed at the lower end of each of the inner and outer sleeves, and a friction plate is interposed between the two hubs, and a spring is attached to the inner sleeve to bias the outer sleeve against the friction plate. In addition to being attached to the sleeve, a cylindrical inverted case-like clutch is placed on the upper part of the inner sleeve and engages with the outer sleeve so that it can only move up and down, and a clutch shaft screwed into the center of the clutch is attached to the inner sleeve. The sprocket is inserted so that it cannot move up and down, and the clutch can be moved up and down by rotating the clutch shaft to engage and disengage the upper teeth formed at the lower end of the clutch and the lower teeth formed on the upper surface of the sprocket. An electric gate drive device according to claim 1, characterized in that the drive device comprises: