MXPA97004853A - Clutch and independent brake for a pre - Google Patents

Abstract

The present invention relates to a conversion equipment for a displacement unit of a machine having a feed member and an output member, the displacement unit includes a stationary housing, an output shaft rotatably supported by the stationary housing and a planetary gear train, the output shaft is connected to a member of the planetary gear train and to the output member, the equipment is characterized in that it comprises: an anchor plate disposed between a second member of the planetary gear train and the housing stationary, a power arrow connected to a third member of the planetary gear train, a brake assembly disposed between the supply shaft and the housing, the brake assembly is movable between an applied condition and a released condition, a clutch assembly arranged between the feed shaft and the feed member, the clutch in movable between a coupled condition and a detached condition

Description

CLUTCH AND FREO INPEPBNPlgWTE FOR A PRESS FIELD A INVENTION The present invention relates to press impellers. More particularly, the present invention relates to a single speed press impeller which uses a clutch unit with oil cutting effort and a brake unit with separate oil shear stress. The operation of the clutch is controlled with respect to the operation of the brake to provide a specified amount of translaps between its operation. BACKGROUND OF THE INVENTION Dry friction brakes / clutches rely on rubbing a dry friction material against dry reaction members to start and stop a press. This continuous rubbing causes wear of both the friction material and the reaction members as well as causes the generation of heat in these members. The faster the press operates and the faster the steering wheel turns, the greater the amount of wear and heat "that is generated. This generation of wear and heat requires periodic space adjustment between the friction plates and the reaction members to keep the press operating corre. The jump speed or cycle speed of a press equipped with a dry friction brake / clutch unit is limited because the mass of the unit determines its heat dissipation capacity. If the mass of the unit is increased to increase its heat dissipation capacity, the inertia that must be started and stopped also increases. These factors define a closed loop from which it is impossible to escape when trying to increase the performance of the system. The oil shear clutch and brake units have been developed to eliminate the problems associated with dry friction type units. Corre designed brake / clutch impellers with oil shear stress offer the advantage of little or no plate wear on the disc stacks and without progressive weakening of the brake. These units with oil shear thus provide more accurate operation of the press and dramatically increase the normal operating time of the press. The oil film between the adjacent discs transports the heat generated by the start-stop of the press away from the stacks of discs. This heat separation offers the advantage that there is no practical limit to the speed of the press jump or the speed of the flywheel. In addition, this heat separation provides operating capabilities by small unlimited jumps. A press impeller assembly of the typical prior art air-operated technique is illustrated in Figure 1, and is designated generally by reference numeral 10. The impulse assembly 10 is designed to receive rotational impulse from a feed member or steering wheel. 12 of a press or other machine and provides rotational displacement to a pulse arrow (not shown) of the machine. The pulse assembly 10 intermittently shifts the pulse arrow through a cycle stopping at the same point after the return cycle. The pulse assembly 10 comprises a housing 16, a feed shaft 18, an output shaft 20, a planetary gear train 22, a clutch with oil shearing force 24 and a brake with oil shearing force 26. The housing 16 includes a front housing 28 and a rear housing 30. The front housing 28 is connected to a stationary member of the press with the feed arrow 18 which is connected to the feed member or flywheel 12 and an output arrow 20 connected to the arrow of impulse of the press. The flywheel 12 is rotatably supported by the rear housing 30. The feed arrow 18 is rotatably held within the housing 16 and forms a planetary gear 32, for the planetary gear train 22. The output arrow 20 is also rotatably held within the housing 16 and forming a planetary gear carrier 34, for the planetary gear train 22. The planetary gear train 22 comprises the planetary gear 32, planetary gear carrier 34, a plurality of planetary gears 36 and an annular gear 38.

The clutch 24 is disposed between the ring gear 38 and stationary housing 16 for selectively latching the ring gear 38 to the housing 16. The clutch 24 is directed to a condition released by a plurality of springs 40. The brake 26 is disposed between the planetary gear carrier 34 and housing 16 for selectively latching the planet gear carrier 34 to the housing 16. The plurality of springs 40 derives the brake 26 to an applied action. The selective operation of clutch 24 and brake 26 is mechanically interconnected by a plurality of pins 42 and controlled by a pneumatically driven piston 44 which moves longitudinally within a piston chamber 46 defined by the rear housing 30 of the housing 16. The operation of the pulse assembly 10 starts with the flywheel 12 which in turn rotates the feed arrow 18 and planetary gear 32. The planetary gear 32 rotates the planetary gears 36 which rotate the annular gear 38, which is free to rotate due to the clutch 24 derived by springs 40 to its detached condition. The output arrow 20 and in this way the pulse arrow of the press and the planetary gear carrier 34 are prevented from rotating due to the brake 26 derived by the springs 40 to their applied condition. In order to rotate the outlet arrow 20 and the pulse arrow of the press through the flywheel 12, air under pressure is supplied to the piston chamber 46 to move the piston 44 to the left as illustrated in Figure 1. The movement to the left of the piston 44 engages the clutch 24 and releases the brake 26 simultaneously due to pins 42 which mechanically interlock the operation of the clutch 24 and the brake 26. With the clutch 24 engaged and the brake 26 released, the rotation of the flywheel 12 the power shaft 18 rotates and the planetary gear 32 rotates. The rotation of the planet gear 32 rotates the planetary gears 36 which rotate within the annular gear 38 to rotate the planetary gear carrier 34 due to the annular gear 38 which engages the housing 16 by the coupling of the clutch 24. The planetary gear carrier 34 is free to rotate due to the release of the brake 26 and thus the output arrow 20 and the impeller arrow. pulse of the press are displaced by the flywheel 12. The displacement interruption between the flywheel 12 and the output arrow 20 is achieved by releasing the pressurized air from the piston chamber 46 to release the clutch 24 and apply the brake 26. The displacement assembly of the prior art 10 has performed satisfactorily in the manufacturing community with brake and clutch systems with oil shear that solve various problems associated with brake systems and dry friction clutch systems. The community of manufacturers continues to be increasingly aware of safety with the operation of presses and machines that are of particular interest. Safety devices such as light curtains are added to presses and machines to protect operators and prevent accidents in response to new stricter safety requirements. One of the safety requirements for the press or machine when these various safety devices are incorporated, is the speed at which the operation of the press or machine can be stopped. These air-activated travel units of the prior art are not able to comply with the downtimes that are part of these newly adopted safety requirements. In this way, the continuous development of displacers or units is aimed at replacing and / or re-processing the units of the prior art to bring their performance in compliance with the new stricter safety requirements. COMPENDI EP The invention The present invention provides the prior art with a system that regenerates assemblies of prior art boost when replacing the mechanically activated air-activated clutch and brake with a hydraulically operable brake and a hydraulically operated clutch which are separate assemblies. The separation of the two units provides the flexibility to design in units the controlled coordination between the operation of the brake unit and the operation of the separate clutch unit to precisely provide specified amounts of overlap. The operation of the clutch unit and the brake unit and control of the amount of overlap between them is achieved using a single valve. Other advantages and objects of the present invention will be apparent to those skilled in the art from the subsequent detailed description, the appended claims and drawings. BRIEF DESCRIPTION OF THE DRAWING In the drawings that illustrate the best mode currently contemplated to carry out the present invention: Figure 1 is a side view, partly in cross section of a pulse assembly for the pneumatically controlled prior art press that is installed between a flywheel and a power arrow of a press; Figure 2 is a side view, partly in cross section of the press impulse assembly illustrated in Figure 1, with the removed components to be replaced; Figure 3 is a side view, partly in cross section of a press driver assembly according to the present invention in a partially assembled condition; and Figure 4 is a side view, partially in cross section of the press impeller illustrated in Figure 3 in the fully assembled condition.

DESCRIPTION PEGAT-APA PE THE QPALIPAP PREFERIPA Now with reference to the drawings, wherein like reference numerals designate like or corresponding parts through the various views, an impulse assembly according to the present invention is illustrated in Figure 3. , which is generally designed by the reference number 100. The pulse assembly 100 is a regenerated version of the pulse assembly 10 illustrated in Figure 1. In order to regenerate the pulse assembly 10 to convert it from pneumatic operation to hydraulic operation, various components of the impulse assembly 10 must be replaced and / or regenerated. Figure 2 illustrates the pulse assembly 10 with the obsolete components removed. Figure 2 in this manner illustrates the transported parts including the front housing 28 of the housing 16, the output shaft 20, planetary gear train 22, without the planetary gear 32 and the feed member or flywheel 12. The planetary gear 32 , clutch with oil cutting effort 24, brake with oil cutting effort 26 and rear housing 30 of housing 16 have been removed and no further are required except for the planetary gear 32 which may be capable of regenerating to fit in the pulse assembly 100. While the pulse assembly 100 is illustrated for exemplary purposes that replaces a press driver assembly in combination with a press having a flywheel, it will be understood that the pulse assembly 100 may be used to update other types of machines that They use other types of impellers. The pulse assembly 100 includes the components of the pulse assembly 10 illustrated in Figure 2, with the addition of an anchorage plate 102, a supply arrow 104, a planetary gear 106, a brake assembly with independent oil shear stress 108, a rear housing 110 and a clutch assembly with independent oil shear 102. Before assembly of these new components, the flywheel 12 must be regenerated by providing an annular groove 118 and an oil passage 120 and provide mounting capabilities for the clutch assembly with oil cutting force 112 as illustrated at 126. In addition, the planetary gear 106 may be a new component or planetary gear 106 may be manufactured from the integral feed shaft 18, and the planetary gear 32 illustrated in FIG. Figure 1. The use of the planetary gear 32 to provide the planetary gear 106 further reduces the number of new components s required for conversion of the pulse assembly 10 to the pulse assembly 100. Now with reference to Figures 3 and 4, once the removal and regeneration of the pulse mounting components 10 has been completed, the pulse assembly 100 can assemble The anchor plate 102 is installed between the front housing 28 and the annular gear 32, permanently locking the annular gear 38 to the front housing 28. The anchor plate 102 is connected to the front housing 28 using a plurality of bolts 130. Anchor 102 includes a member with slots that engages with the annular gear 38 to prevent its rotation. The feed shaft 104 is rotatably coupled to the planet gear 106 by a plurality of channels 132 or by other means well known in the art. The brake assembly with oil cutting effort 108 comprises a brake hub 134, a reaction member 136, a plurality of interposed friction discs 138, an application member 140 and a plurality of coil springs 142. The brake hub 134 it is rotatably coupled to the feed shaft 104 by the plurality of slots 132 or by other means well known in the art. The reaction member 136 is fixedly fastened to the rear housing lio by a plurality of bolts 144. The rear housing 110 is fixedly fastened to the front housing 28 using a plurality of bolts 146. The plurality of friction discs 138 are disposed between the hub 134 and the reaction member 136 and alternately grooved therewith so that each sautéed, or about half of the discs 138 rotate with the hub 134 and the feed arrow 104 while the remaining discs 138 are locked to the rear housing 110 The rear housing 110 and the reaction member 136 define a chamber 148 which is supplied with hydraulic fluid under pressure through a passageway 150 through the rear housing 110 to release and apply the brake assembly 108. The application member 140 includes an integral piston 152 which is located within the chamber 148, such that the application member 140 moves axially with respect to the rear housing 110 to release and apply the brake assembly 108. The axial movement of the application member 140 is limited by a retainer 154 which is connected to the rear housing 110 by a plurality of bolts 156. the plurality of springs 142 derive the application member to the right as illustrated in Figures 3 and 4, to place the brake assembly 108 in its applied condition. The bypass of the application member 140 causes the plurality of friction discs 138 to be compressed between the application member 140 and the rear housing 110 by locking the brake hub 134 and thus the feed arrow 104 to the rear housing 110. Brake assembly 108 is released by supplying fluid under pressure to chamber 148 through passage 150 to move application member 140 to the left as illustrated in Figures 3 and 4, against the load exerted by coil springs 142. This releases compression between the friction discs 138, allowing rotation of the feed arrow 104 with respect to the rear housing 110. The release of pressurized fluid from the chamber 148 allows the coil springs 142 again to bypass the brake assembly. 108 to its applied condition. The flywheel 12, after regenerating, is rotatably supported by the rear housing 110 in a similar manner and with the same bearing as the rear housing 30 used to support the flywheel 12. A seal assembly 158 is connected to the flywheel 12 to isolate a cavity 160 formed by the front housing 28, the rear housing 110 and clutch assembly with oil-cutting force 112. the cavity 160 is provided with a recirculating supply of oil to lubricate the moving components of the pulse assembly 100 and provide oil for the clutch and brake assemblies with oil cutting effort 108 and 110, respectively. The clutch assembly 112 comprises a bearing support 162, a clutch hub 164, an outer housing 166, a plurality of friction discs 168, a cover 170 and an application member 172. The bearing support 162 is connected to the steering wheel 12 using a plurality of bolts 164 or any other means well known in the art. The bearing bracket 162 acts as a confining member for the plurality of friction discs 168 and supports a bearing 176 which rotatably supports the feed arrow 104 with respect to the flywheel 12. The clutch hub 164 is rotatably coupled to the arrow feed 104 by a compression pack 178 or by other means well known in the art. The outer housing 166 is connected to the feed member or handwheel 12 using a plurality of bolts 180. The plurality of friction disks 168 are disposed between the hub 164 and the housing 166 and alternately grooved thereto, such that they are sautéed or about half of the discs 168, rotate with the hub 164 and the feed arrow 104 while the remaining discs 168 brakes with the outer housing 166 and flywheel 12. the cover 170 is connected to the outer housing 166 using a plurality of pins 182. The cover 170 and the outer housing 166 define a chamber 184"which is supplied with hydraulic fluid under pressure through a passage 186, through the cover 170 and a rotating union 188 coupled to the cover 170. The application member 172 includes an integral piston 190 which is located within the chamber 184, such that the application member 172 moves axially with respect to the outer housing 166 to engage and detach the clutch assembly 112. The axial movement of the application member 172 is limited by the cover 170. A plurality of springs 192 is drifted. the application member 172 on the right as illustrated in Figures 3 and 4, to place the clutch assembly 112 in its released condition. There is no compression between the plurality of friction discs 168 and the flywheel is free to rotate with respect to the feed arrow 104. The clutch assembly 112 engages in supplying fluid under pressure to the chamber 184 through the passage 186 and the rotary union 188 for moving the application member to the left as illustrated in Figures 3 and 4, against the load exerted by the coil springs 192. This movement of the application member 172 causes the plurality of friction discs 178 to be compressed between the application member 172 and the bearing support 162, locking the outer housing 166 and thus the handwheel 12 to the clutch hub 164 and in this way the feed arrow 104. The release of pressurized fluid from the chamber 184 allows "the coil springs 192 again to derive the clutch assembly 112 to its released condition. As illustrated in Figure 3, the brake assembly 108, clutch assembly 112, feed shaft 104, planetary gear 106 and flywheel 12 comprise a simple sub-assembly. The output shaft 20, planetary gear train 22, housing 28 and anchor plate 102 comprise a second sub-assembly. The separation of the gear system from the separate brake units and clutches allows the service to the clutch and brake units without need for disturbing the gear system and the components connected to it. The brake assembly 108 operates to prevent the feed shaft 104 from rotating and thus the output shaft 20 from the flywheel 12, while the clutch assembly 112 operates to cause the feed shaft 104 and thus the output arrow 20 is rotated by the flywheel 12. Because these operations are independent and opposed to each other, it is necessary to precisely coordinate the application and release of the brake assembly 108, with the engagement and detachment of the independent clutch assembly 112 to ensure the proper amount of overlap is provided between the two mounts. The present invention provides the unique coordination of the independent operation of the brake assembly 108, with the independent operation of the clutch assembly 112 when designing the two independent assemblies 108 and 112, so that the coordination of their operation is a function of the design of the two independent assemblies. The plurality of coil springs 142 and the plurality of coil springs 192 are designed to be generally identical in strength and number. In this way, the displacement force applied by the brake assembly 108 and the displacement force exiting the clutch assembly 112, is generally identical. In addition, the size of the chamber 148 in general is identical to the size and dimensions of the chamber 184 to provide the same area over which the fluid under pressure reacts. In this way, when the same pressurized fluid is supplied to both chambers 148 and 184 simultaneously, the brake assembly 108 will simultaneously release the coupling of the clutch assembly 112 even when there are two separate mounts. In a similar manner, the detachment of the clutch assembly 112 and the application of the brake assembly 108 will also occur simultaneously with the simultaneous release of pressurized fluid from the chambers 148 and 184 and the reaction caused by the springs 142 and 192. In this manner, the independent clutch assembly 112 and the independent clutch assembly 108 can be controlled simultaneously by a single valve. When it is desired to provide precisely a specified amount of overlap between the brake assembly 108 and the clutch assembly 112, the bypass load displacing the clutch assembly 112 to its released position is reduced. This reduction in the shunt load can be achieved by reducing the resistance of the plurality of coil springs 192, but the preferred method is to reduce the number of coil springs 192 such that the brake assembly 108 is derived to its applied condition. more springs than the clutch assembly 112 is derived to its detached condition. That difference in the number of springs and thus the activation load will result in a faster coupling of the clutch assembly 112 than the release of the brake assembly 108, providing precise overlap between the two independent assemblies, while still Only one control valve is used.

In addition to controlling the shunt load between the two independent mounts by varying the number of coil springs 192 of the clutch assembly 112, it is also necessary to accurately control the travel of both the application member 140 and the application member 172. This control travel is achieved by providing the necessary thickness of a plurality of spacers 194 between the retainer 154 and the rear housing 110 to control the travel of the application member 140 of the clutch assembly 108 and by providing the necessary thickness of a plurality of spacers 196 between the outer housing 166 and the cover 170 for controlling the travel of the application member 172 of the clutch assembly 112. The travel of the application members 140 and 172 is controlled such that the space between interspersed plates adjacent the brake assembly 108 in its released condition, is generally equal to the inter-plate spacing adjacent gears of the clutch assembly 112 in its released condition. In this way, the travel of the application member 140 is preferably smaller than the travel of the application member 172 because there is a smaller number of plates interposed of the clutch assembly 108 when compared to the number of plates interspersed in the assembly of clutch 112 as illustrated in Figures 3 and 4.

The spacers 194 and 196 remove the normal construction tolerance to provide precise control over the paths of the application members 140 and 172. By choosing different thicknesses for the spacers 194 and / or 196, the path of the application members 140 and 170 can be adjusted. This in conjunction with controlling the bypass load of the brake assembly and the bypass load of the clutch assembly allows a precise adjustment by the amount of overlap between the independent brake assembly 108 and the independent clutch assembly 112 and the use of a single control valve. While the above detailed description describes or illustrates the preferred embodiment of the present invention, it will be understood that the present invention is susceptible to modification, variation and alteration without deviating from the scope and fair meaning of the appended claims.

Claims (15)

1. CLAIMS 1.- A conversion equipment for a displacement unit of a machine having a feed member and an output member, the displacement unit includes a stationary housing, an output shaft rotatably supported by the stationary housing and a train of planetary gear, the output shaft is connected to a member of the planetary gear train and to the output member, the equipment is characterized in that it comprises: an anchor plate disposed between a second member of the planetary gear train and the stationary housing; a power arrow connected to a third member of the planetary gear train; a brake assembly disposed between the feed shaft and the stationary housing, the brake assembly is movable between an applied condition and a released condition; a clutch assembly disposed between the feed shaft and the feed member, the clutch is movable between a coupled condition and a detached condition.
2. 2. The equipment according to claim 1, characterized in that the brake assembly comprises: a rear housing connected to the stationary housing; a brake hub connected to the power arrow; and a plurality of interposed friction discs reciprocally connected with the rear housing and the brake hub.
3. 3. - The equipment according to claim 2, characterized in that the rear housing rotatably holds the feeding member.
4. 4. The equipment according to claim 2, characterized in that the clutch assembly comprises: an outer housing connected to the feeding member; a clutch hub connected to the power arrow; and a plurality of interposed friction discs reciprocally connected with the outer housing and the clutch hub.
5. 5. The equipment according to claim 1, characterized in that it also comprises a bypass member for displacing the clutch assembly in the applied condition.
6. 6. The equipment according to claim 1, characterized in that it also comprises a bypass member to move the clutch to the detached condition.
7. 7. The equipment according to claim 1, characterized in that it further comprises: a first branch member to move the brake to the applied condition; and a second branch member for displacing the clutch to the detached condition.
8. 8. The equipment according to claim 7, characterized in that it also comprises means for controlling the operational synchronization of the clutch assembly and the brake assembly, in such a way that the brake assembly is in the applied condition and the clutch is in the condition coupled simultaneously to provide a specified amount of overlap.
9. 9. The equipment according to claim 8, characterized in that the first bypass member exerts a first load to move the clutch assembly to the applied condition, the second bypass member exerts a second load to move the clutch assembly to the released condition, and the control means comprise a first different load of the second load.
10. 10. The equipment according to claim 8, characterized in that the first branch member includes a first plurality of springs, the second branch member includes a second plurality of springs, and the control means comprise the second plurality of different springs. in number of the first plurality of springs.
11. 11. The equipment according to claim 1, further comprising means for controlling the operational synchronization of the clutch assembly and the brake assembly, such that the clutch assembly is in the applied condition and the clutch is in place. the condition coupled simultaneously to provide a specified amount of overlap.
12. 12. - The equipment according to claim 1, characterized in that the brake assembly defines a brake stroke to move the brake assembly between the applied condition and the released condition, the brake stroke is adjustable.
13. 13. The equipment according to claim 12, characterized in that the clutch assembly defines a clutch path for moving the clutch assembly between the coupled condition and the detached condition, the clutch path is adjustable.
14. 14. The equipment according to claim 1, characterized in that the clutch assembly defines a clutch path for moving the clutch assembly between the coupled condition and the detached condition, the clutch path is adjustable.
15. 15. The equipment according to claim 1, characterized in that the feed shaft, the brake assembly and the clutch assembly form a sub-assembly with the feed member.