SU996766A1 - Engagement clutch - Google Patents

Description

(54) COUPLING ENABLE

one

The invention relates to mechanical engineering and can be used in machine drives, in particular drives with multi-speed motors.

Known; on the clutch include, containing the leading and driven half coupling, friction discs and the pressure mechanism in the form of an elastic membrane chamber filled with working medium 1.

However, such a coupling does not reduce the starting loads in the drives of the machines under the conditions of frequent start-ups of electric motors with an adjustable rotational speed.

Closest to the proposed technical essence and the result of the tattoo is the inclusion coupling, containing the leading coupling half and the driven coupling half with friction disks pressed to the driving coupling half, made in the form of an elastic membrane box 2.

Due to the closed volume of the box with the working medium of the hydraulic mechanism, a sufficient reduction of dynamic overloads is not ensured when switching on and during operation of the coupling in multi-speed drives, which reduces reliability.

The purpose of the invention is to increase reliability.

5 The goal is achieved by the inclusion clutch comprising a housing, a supporting disk fixed on it, coaxially housed in the housing a driving coupling half mounted in the end of the housing and driven

The Q coupling half with friction disks and the hydraulic equalizer mechanism installed between the driving coupling half and the friction disks are equipped with compensating chambers mounted uniformly around the circumference in the housing; the pressure mechanism is made in force chambers connected in pairs with the compensating chambers through chokes, connected to the compensating chambers through chokes. the coupling half is made with stops, installed with the possibility of rotation and interaction of its stops with the ends of the compensating chambers.

Claims (2)

In addition, the coupling is equipped with check valves, each of which is installed between the power and compensating chambers. FIG. shown starting clutch, longitudinal section; in fig. 2 shows section A-A in FIG. one; in fig. 3 is a diagram of the connection of the power and control chambers; in fig. 4 shows a section BB in FIG. 2. The clutch includes a housing 1, a supporting disk 2 fixed on it, coaxially placed in the housing a leading coupling half 3, made in the form of a hub 4 with a figured disk 5, having stops 6, a driven coupling half 7, made in the form of a hub 8 with friction disks 9 , lifted to the supporting disk 2 through the pressure disk 10, mounted in the housing 1, by a hydraulic pressure mechanism. The hydraulic pressure mechanism consists of springs I, force chambers 12 connected in pairs to compensating chambers 13 via pressure line 14, throttle 15, equalizing pipe 16. Springs 11 are lifted to pressure plate 10 power chambers 12, filled, like compensating chambers 13, a working medium, the chambers being made in the form of bellows of a heat-conducting material, for example, metal. Thermal insulation pads 17 can be installed between the springs 11 l by the pressure disc 10. The compensating chambers 13 are mounted in the windows 18 of the end 19 of the housing 1 between the stops 6 of the figured disk 5 freely mounted on the end 19 of the housing 1. The clutch can be equipped with a limiter 20 of the drive half coupling 3 with respect to the housing 1, which is connected to the hub via the supporting sub-support 21. The coupling works as follows. At rest, due to the slight preloading of the springs 11, the friction discs 9 are compressed so that they cannot ensure the transfer of the moment sufficient to move the machine from the place, the power chamber 12 is in a compressed state, and the chamber 13 completely covers the clearance of the crank 18. Most of the working medium It is used in chamber 13. At start-up, due to the smallness of the moment transmitted by the clutch, the acceleration of the electric motor occurs in a mode close to idle. At the same time, the moment transmitted to the housing 1 causes the latter to rotate relative to the hub 4, and therefore compression in the windows 18 of the chamber 13 by the stops 6. The working medium through the throttle 15 slowly, begins to flow into the chamber 12 and lag and compress the spring 11. This leads to an increase compressing the friction discs 9 and, consequently, the torque transmitted by the clutch. The increase in torque occurs smoothly until its value reaches a value somewhat greater than the load on the driven shaft. The magnitude of the clutch torque moment is thus automatically set every time depending on the load on the driven shaft, determined by the ratio of the cross-sectional areas of the chambers 12 and 13, the distance m of the stops 6 and the friction discs 9 from the axis of rotation of the clutch and preloading springs 11, and the lag is the size of the throttle section 15. When the load increases, for example, when a higher speed is activated or for other reasons, the load on the driven shaft will exceed the torque developed by the clutch due to retarding the flow of fluid. The clutch starts to slip. At the same time, the process of additional flow of fluid from chamber 13 to chamber 12, and, consequently, an increase in the moment transmitted by the clutch, begins. This process occurs until a certain excess of the torque transmitted by the clutch over the torque of the maschine is established again. To limit the maximum moment transmitted by the clutch, it is necessary to limit the compression of the chamber 13, for example, with the help of the tappet 20. When the load on the driven shaft decreases, the compression of the chamber 13 with the protrusion decreases, the pressure in it of the liquid decreases, as a result of which the working medium will flow into the chamber 13, and the volume of the chamber 12 decreases, i.e. the clutch is in the initial state. To speed up this process, a check valve 22 can be introduced into the wiring diagram, which is especially important with reversing drives and alternating loads. Thus, by appropriate selection of the cross-sectional areas of the chambers 12 and 13, the arrangement of the friction discs 9 and the stops 6 from the axis of rotation, the stiffness of the springs 11, the location of the stops 20, it is possible in machines using multi-speed drives or drives with suddenly varying loads to reduce dynamic loads, which guarantees an increase in the service life of the machine, increases its reliability, reduces power consumption. The proposed coupling can have good compensating and damping abilities. Claim 1. The clutch includes a case, a supporting disk fixed on it, coaxially placed in the case a driving coupling half installed in the butt of the housing, and a driven coupling half with friction disks and a hydraulic pressure mechanism installed between the driving coupling half and the friction disks different that, in order to increase reliability, it is equipped with compensating hydraulic chambers, mounted evenly around the circumference,