WO1996002769A1

WO1996002769A1 - Electrically energized oil shear drive system

Info

Publication number: WO1996002769A1
Application number: PCT/US1994/008093
Authority: WO
Inventors: Gordon M. Sommer
Original assignee: Midwest Brake Bond Co.
Priority date: 1994-07-18
Filing date: 1994-07-18
Publication date: 1996-02-01
Also published as: AU7400094A

Abstract

A two speed drive (10) has an input shaft (12) and an output shaft (22). Between the input shaft (12) and the output shaft (22) is a brake assembly (16), a planetary gear train (20) and a clutch assembly (18). The two speed drive (10) is shifted to a high speed when the brake assembly (16) is disconnected and the clutch (18) is connected. The low speed is achieved when the brake (16) is connected and the clutch (18) is disconnected. Braking of the output shaft (22) is achieved by having the brake (16) and the clutch (18) connected. The brake assembly (16) and the clutch assembly (18) are of the spring-engaged, electric-release type.

Description

ELECTRICALLY ENERGIZED OIL SHEAR DRIVE SYSTEM

Field of the Invention The present invention generally relates to press drives. More particularly, the present invention relates to a new and improved two speed press drive which utilizes two clutch packs to provide the braking, high speed and low speed operation of the drive unit.

Background of the Invention

Two speed drives are known well in the art and have been used successfully for many years. The prior art designs of two speed drives experienced problems with the braking and clutching systems, the planetary gearing arrangements as well as the overall lubrication of the components of the press drive. These prior art designs of two speed drives utilized a plurality of dry clutch plates to hold and/or release the various members of the planetary system. Due to the wear between these friction plates, the drives required constant adjustment and replacement of the clutch and brake assemblies. During the operation of these dry clutch and brake assemblies, a significant amount of heat was generated. This generation of heat combined with the excessive wear of the friction plates can cause a fading of the brake or clutch system. Other problems associated with the earlier designs of two speed drives included the rigid mounting of the planetary gear system and the problem of poor lubrication of the various components within the drive. Experience has shown that the elements of a large, high-powered planetary gear set are adversely affected if any one of these elements are rigidly mounted. The rigid mounting of one of the elements can lead to an unequal sharing of the load between the mating elements. This unequal sharing of the load in combination with the stopping, starting and

ς- . ~ _r- ^■ - ^• _ - - - reversing of the planetary system leads to increased wear and downtime. The inadequate lubrication of the various components of the drive serves to again increase the wear and down time of the drive system.

Oil shear brakes and clutches have been developed to overcome the problems associated with the earlier designs of two speed drives. In an oil shear clutch or brake system, over 90 ^Λ E of the start/stop inertia is absorbed by a thin, but positive oil film between the friction plates. This thin oil film thus results in little or no wear

between the plates and also little or no fading of the braking systems. The thin oil film between the plates also operates to remove the heat generated during the start/stop cycles of the press. With the generated heat being removed from the friction pates, there is no longer a practical limit on the drive trip rate or speed. The oil shear clutch and brake system also eliminates the problems associated with lubrication of the various components of the drive as the drive housing is now filled with lubricating oil for the oil shear clutch and brake system. These oil shear brakes and clutches have also been combined with full floating planetary gear elements to eliminate the unequal sharing of the load between the mating elements.

The two speed drive units incorporating oil shear brakes and clutches as well as full floating planetary gear elements have enjoyed wide acceptance in the two speed drive market. The continued development of these two speed drives is directed towards providing a more compact and lower cost drive without sacrificing

the performance characteristics of the drive unit.

Summary of the Present Invention

The present invention provides the art with a two speed drive which utilizes

two brake/clutch packs to provide a drive which offers high speed operation, low speed operation and braking of the drive. The two speed drive unit of the present invention incorporates oil shear designs of brake/clutch packs as well as full floating of the planetary gearing system.

Other advantages and objects of the present invention will become apparent to those skilled in the art from the subsequent detailed description, appended claims and drawings.

Brief Description of the Drawings

In the drawings which illustrate the best mode presently contemplated for carrying out the present invention: Figure 1 is a side view partially in cross section of a two speed drive in accordance with the present invention configured for in-line motor mounting; and

Figure 2 is a side view partially in cross section of a two speed press drive in accordance with the present invention configured for U-type motor mounting.

Detailed Description of the Preferred Embodiment Referring now to the drawings in which like reference numerals designate like or corresponding parts throughout the several views, there is shown in Figure 1 a two speed drive in accordance with the present invention which is designated generally by reference numeral 10. Two speed drive 10 comprises an input shaft 12, a housing assembly 14, a brake/clutch pack assembly 16, a brake/clutch pack assembly 18, a planetary gear train 20 and an output shaft 22.

Input shaft 12 is driven at one end 30 at a specified speed by a motor (not shown). The motor can be connected to input shaft 12 by various means known well in the art. In the embodiment shown in Figure 1, end 30 of input shaft 12 is provided with a female spline 32 to facilitate connection to the drive motor. Input shaft 12 is rotatably disposed within housing assembly 14 by a roller bearing 34. The end of input shaft 12 opposite to drive end 30 extends through the center of brake/clutch pack assembly 16 and is drivingly connected at 36 to the carrier assembly of planetary gear train 20 as will be discussed later herein. 5 Housing assembly 14 comprises fan housing 40, brake/clutch control housing

42, central housing 44 and brake/clutch control housing 46. Fan housing 40 is generally cylindrical in shape and has a single end wall 50 which partially defines an internal cavity 52. End wall 50 has a cylindrical opening 54 provided therein to allow access to input shaft 12 by the drive motor. Disposed radially outward from opening

10 54 are a plurality of circumferentially spaced mounting holes 56 for securing fan housing 40 to the drive motor. The end of fan housing 40 opposite to end wall 50 is adapted to be fixedly secured to brake/clutch control housing 42. Disposed within interior cavity 52 is a fan 58 which is fixedly mounted to input shaft 12 for rotation therewith. Fan housing 40 has a plurality of air inlet apertures 60 which allow for

15 the passage of cooling air being pumped by fan 58.

Brake/clutch control housing 42 is an annular shaped housing adapted to be fixedly secured to fan housing 40 by a plurality of circumferentially spaced mounting bolts 62 which are threadingly received in a plurality of mating threaded holes. Disposed radially inward from the plurality of mounting bolts 62 are a plurality of

20 threaded holes 64 which receive a plurality of assembly rods 66. Rods 66 are utilized to maintain the integrity of the two speed drive as will be discussed later herein. The end of housing 42 opposite to mounting bolts 62 is adapted to be fixedly and sealingly attached to central housing 44. Housing 42 completes the formation of interior cavity 52 and defines a centrally located bore 67 which allows access for input shaft 12 to reach planetary gear train 20. Bore 67 defines an inner cylindrical surface 68 which supports roller bearing 34 and forms a locating surface for bearing seal housing 70. The interface between fan housing 50 and housing 42 defines a plurality of air outlet apertures 72 which allow for passage of cooling air being 5 pumped by fan 58. Air outlet apertures 72 cooperate with air inlet apertures 60 to create a path for the air pumped by fan 58 to flow across two speed drive 10 to aid in the cooling of drive 10. Bearing seal housing 70 is adapted to be fixedly and sealingly attached to housing 42 by a retaining plate 74 and a plurality of circumferentially spaced bolts 76. A seal 78 is located between bearing seal housing

10 70 and inner cylindrical surface 68. Retaining plate 74 locates and retains seal housing 70 and also locates and secures an additional seal 80 disposed between retaining plate 74 and input shaft 12. Seal 80 rides against input shaft 12 and operates in conjunction with seal 78 to seal the oil disposed within two speed drive 10 as will be described later herein.

15 Disposed within brake/clutch control housing 42 is a clutch coil cavity 86 which is located in the end of brake/clutch control housing 42 adjacent to central housing 44. Disposed within clutch coil 86 is an AC voltage clutch coil 88. A plurality of circumferentially spaced spring bores 90 extend completely through housing 42 and are located in housing 42 radially outward from coil cavity 86. Disposed within each 0 of the plurality of spaced spring bores 90 is a coil spring 92 and an access bolt 94 for providing access to spring 92 in order to change to a higher or lower rated spring without disassembling drive 10.

Attached to housing 42 on the same side as and facing clutch coil 88 is

brake/clutch pack assembly 16 which comprises a friction plate retainer 100 secured to housing 42 by a plurality of bolts 102. The interior surface of friction plate retainer 100 is adapted with a plurality of circumferentially spaced axially extending splines 104 to support a plurality of driven clutch plates 106 of brake/clutch pack assembly 16. An end plate 108 is secured to retainer 100 by a plurality of circumferentially spaced bolts 110 and serves to mount bearing 112 which locates the sun gear of planetary gear train 20 as will be described later herein. End plate 108 also provides a braking surface 114 for brake/clutch pack assembly 16. Disposed between end plate 108 and clutch coil 88 is an annular clutch pressure plate 116. Disposed between clutch pressure plate 116 and end plate 108 are a plurality of driving plates 118 and the plurality of driven plates 106. The plurality of driving plates 118 are interleaved with the plurality of driven plates 106. Driving plates 118 are splined on their interior to be drivingly connected to the sun gear of planetary gear train 20 while driven plates 106 are splined on their exterior for being drivingly connected to splines 104 of retainer 100. Annular clutch pressure plate 116 has an annular activation member 120 extending axially from it towards end plate 108. Activation member 120 is splined on its exterior to mate with splines 104 of retainer 100 similar to that of driven plates 106. The plurality of coil springs 92 urge pressure plate 116 and activation member 120 axially to the right as shown in Figure 1. In this position, brake/clutch pack assembly 16 is in the engaged position. Upon activation of AC voltage clutch coil 88, clutch pressure plate 116 and clutch activation member 120 are magnetically attracted to brake/clutch control housing 42 and these components move axially to the left as shown in Figure 1. The magnetic attraction of AC voltage clutch coil 88 overcomes the spring force of the plurality of coil springs 92 and brake/clutch pack assembly 16 is disengaged. When the power to AC voltage clutch coil 88 is terminated, the plurality of coil springs 92 urge clutch pressure plate 116 and clutch activation member 120 to the right as shown in Figure 1, again disengaging brake/clutch pack assembly 16. Planetary gear train 20 comprises a sun gear 121, a plurality of planet gears

122 and an output sun gear 124. Sun gear 121 is rotatably positioned relative to brake/clutch pack assembly 16 by bearing 112 and rotatably positioned relative to a carrier assembly 126 by a bearing 128. Sun gear 121 has a plurality of splines 130 located on its exterior surface for drivingly engaging the plurality of driving plates 118 as detailed above. Disposed at the end of sun gear 121 opposite to that of splines 130 is a toothed gear section 132 for driving engagement with the plurality of planet gears 122.

The plurality of planet gears 122 are rotatably mounted on carrier assembly 126 by a pin 134 and a pair of bearings 136. The plurality of planet gears 122 have a plurality of gear teeth 138 which meshingly engage sun gear 120. An oil hole 140 extends through each planet gear 122 to provide lubricant to bushings 136. Carrier assembly 126 is comprised of a central hub 142 which fixedly secures carrier assembly 126 to input shaft 12 for rotation therewith. Extending radially outward from hub 142 is a flange 144. Flange 144 extends radially outward and is attached to a generally U-shaped collar 146 which rotatably supports carrier assembly 126 within drive 10 by bearings 128 and a bearing 148. Bearing 148 is mounted between output sun gear 124 and U-shaped collar 146. U-shaped collar 146 is adapted at a plurality of circumferentially spaced locations for mounting pin 134 which rotatably supports the plurality of planetary gears 122. Extending axially from U-shaped collar 146 is a cylindrical housing 150 which forms the supporting member of a plurality of driving plates 152 of brake/clutch pack assembly 18. The interior surface of cylindrical housing 150 has a plurality of circumferentially spaced axially extending splines 154 for driving engagement with a spline formed on the outside edge of the plurality of driving plates 152. A plurality of driven plates 156 are interleaved with driving plates 152. Driven plates 156 have a plurality of splines formed in their inside edges for drivingly engaging hub a 158. Hub 158 has a plurality of splines formed on its outside diameter for engagement with driven plates 156 and is adapted on its internal diameter to be fixedly secured to output shaft 22 as will be described later herein. Hub 158 further has a plurality of threaded bores for fixedly securing output sun gear 124 to hub 158 by a plurality of bolts 159. Output sun gear 124 has a plurality of gear teeth 125 adapted to mate with gear teeth 161 located on planet gears 122.

An activation member 160 is rotatably supported on an annular clutch pressure plate 162 by a roller bearing 164. The exterior surface of activation member 160 is splined for engagement with spline 154 of housing 150. Annular clutch pressure plate 162 is secured to brake/clutch control housing 46 by a plurality of pins 166. Pins 166 prohibit rotational movement of pressure plate 162 but permit axial movement of pressure plate 162 with respect to control housing 46 for engagement and disengagement of brake/clutch pack assembly 18. Brake/clutch control housing 46 forms a clutch coil cavity 170 which is located on the side of control housing 46 adjacent brake/clutch pack assembly 18. Disposed within clutch coil cavity 170 is an AC voltage clutch coil 172. A plurality of circumferentially spaced spring bores 174 extend through control housing 46 and are located radially outward from coil cavity 170. Disposed within each of the plurality of circumferentially spaced spring bores 174 is a coil spring 176 and an access bolt 178 for providing access to springs 176 in order to change to a higher or lower rated spring without disassembling drive 10. Pins 166 are fixedly secured into a plurality of holes 180 which extend into control housing 46. Coil springs 176 thus bias pressure plate 162 to the left along pins 166 as shown in Figure 1. In this position, brake/clutch pack assembly 18 is in the engaged position. Upon activation of AC voltage clutch coil 172, clutch pressure plate 162 and clutch activation member 160 are magnetically attracted to brake/clutch control housing 46 and these components move axially to the right as shown in Figure 1 along the plurality of pins 166. The magnetic attraction of AC voltage clutch coil 172 overcomes the spring force of the plurality of coil springs 176 and brake/clutch pack assembly is disengaged. When the power to AC voltage clutch coil 172 is terminated, the plurality of coil springs 176 urge clutch pressure plate 162 to the left as shown in Figure 1, again engaging brake/clutch pack assembly 18. Control housing 46 has a plurality of circumferentially spaced holes 186 which receive assembly rods 66 to secure the components of two speed drive 10.

Central housing 44 extends between control housing 42 and control housing 46 to define an internal chamber 182. A pair of seals 184 seal the connection between central housing 44 and control housings 42 and 46. Assembly rods 66 which are threadingly received within threaded holes 64 of control housing 42, extend over central housing 44 and extend through the plurality of holes 186 in control housing 46. A plurality of nuts 188 trap central housing 44 between control housings 42 and 46 and define sealed chamber 182. Brake/clutch control housing 46 defines a central bore 190 which mounts roller bearing 192 for rotatingly supporting output shaft 22. Bore 190 also forms a locating surface for a bearing seal housing 194. Bearing seal housing 194 is adapted to be fixedly and sealingly attached to control housing 46 by a plurality of circumferentially spaced bolts 196 and a seal 198. Bearing seal housing 194 locates an additional seal 200 which is disposed between bearing seal housing 194 and output shaft 22 to complete the sealing of chamber 182. Thus chamber 182 is fluidly sealed by seals 80, 78, 184, 198 and 200. Chamber 182 is filled with oil to provide lubricant for the oil shear brake/clutch assemblies 16 and 18 as well as providing lubrication for the components of two speed drive 10.

Output shaft 22 is fixedly secured to hub 158 for rotation therewith and extends through pressure plate 162 and bore 190 in control housing 46. Output shaft 22 is rotatably supported by bearing 192 and extends axially through bearing 192 to provide for the attachment of a driven device (not shown). A flange 202 is fixedly secured to control housing 46 by a plurality of bolts 204 to accommodate the attachment of the driven device using a plurality of holes 206.

The operation of two speed drive 10 begins with no power being supplied to the drive motor, brake/clutch assembly 16 and brake/clutch assembly 18. The drive motor is thus not running and brake/clutch pack assemblies 16 and 18 are both in the engaged position due to the biasing of the plurality of springs 92 and 176. In this condition, rotational movement of both input shaft 12 and output shaft 22 is prohibited. When power is applied to the drive motor, brake/clutch assembly 16 and brake/clutch assembly 18. input shaft 12 is free to rotate with the drive motor due to the disengagement of brake/clutch assembly 16 and the disengagement of brake/clutch assembly 18.

From this operating condition, the two speed drive can be switched to operate in a high speed or low speed condition. If high speed operation is desired, power is supplied to brake/clutch pack assembly 16 to place it in a disengaged condition and power is terminated to brake/clutch pack assembly 18 to place it in an engaged condition and lock carrier 126 to output shaft 22 for a direct driving relationship between input shaft 12 and output shaft 22. Power is transferred from input shaft 12 through hub 142 and carrier assembly 126 of planetary gear train 20. Power is transferred from planetary gear train 20 directly to output shaft 22 due to the engagement of brake/clutch pack assembly 18 and a direct driving relationship is achieved.

If low speed operation is desired, power is terminated to brake/clutch pack assembly 16 to place it in an engaged condition and power is supplied to brake/clutch pack assembly 18 to place it in a disengaged condition. This condition causes input shaft 12 to transmit rotation to output shaft 22 through planetary gear train 20 to provide a low speed drive operation. Power is transferred from input shaft 12 through hub 142 and carrier assembly 126 of planetary gear train 20. With sun gear 121 being locked by the engagement of brake/clutch pack assembly 16, power is transferred through planetary gears 122 to output sun gear 124 to provide the low speed operation. Output sun gear 124 directly drives output shaft 22 which is free to rotate relative to carrier assembly 126 due to the disengagement of brake/clutch pack assembly 18. The braking of two speed drive 10 is accomplished by terminating power to both brake/clutch pack assembly 16 and brake/clutch pack assembly 18. Input shaft

12 is then attempting to drive output shaft 22 through both planetary gear train 20 and brake/clutch pack assembly 18 which has the effect of locking planetary gear

5 train 20 and thus braking drive 10.

Figure 2 shows another embodiment of the present invention which shows adaption of the embodiment shown in Figure 1 to incorporate a U-drive system when space limitations prohibit the in-line embodiment of Figure 1. The two speed drive 10 of Figure 2 is similar to two speed drive 10 of Figure 1 with the exception of fan

10 housing 340 which replaces fan housing 40. Fan housing 340 comprises a rear mounting plate 342 which is adapted to be secured to brake/clutch pack assembly 16 by the plurality of bolts 62. Rear mounting plate 342 also is adapted for the mounting of drive motor 344 by the plurality of bolts 346. Drive motor 344 has a drive shaft 348 which extends generally parallel to input shaft 12. A driving pulley

15 350 is fixedly secured to driveshaft 348 and a driven pulley 352 is fixedly secured to input shaft 12. A drive belt 354 extends between driving pulley 350 and driven pulley 352 to provide power from drive motor 344 to input shaft 12. The high speed, low speed and braking operations of two speed drive unit 310 is identical to that described above for two speed drive unit 10.

20 While the above detailed description describes the preferred embodiment of the present invention, it should be understood that the present invention is susceptible to modification, variation and alteration without deviating from the scope and fair meaning of the subjoined claims.

Claims

What is claimed is:

1. A two speed drive comprising: input means for transmitting rotation to said two speed drive; output means for transmitting rotation from said two speed drive; planetary gear means for providing speed reduction between said input means and said output means, said input means being operably connected to a first member of said planetary gear means, said output means being operably connected to a second member of said planetary gear means; selectively operable first clutch means for locking said first member of said planetary gear means to said output means to place said two speed drive in a first ratio, said first clutch means being capable of being positioned in an engaged or a disengaged condition; and selectively operable second clutch means for prohibiting movement of a third member of said planetary gear train to place said two speed drive in a section ratio, said second clutch means being capable of being positioned in an engaged or disengaged position, said input means and said output means being prohibited from rotation by placing said first and second clutch means in said engaged position.

2. The two speed drive of Claim 1 further comprising fan means for moving air around said two speed drive.

3. The two speed drive of Claim 1 wherein said output means comprises a shaft rotatably mounted in a housing.

4. The two speed drive of Claim 1 wherein said input means comprises a shaft rotatably mounted in a stationary housing.

5. The two speed drive of Claim 1 wherein said first clutch means comprises a plurality of interleaved first friction disks alternately splined, respectively, to said output means and said first member of said planetary gear means.

6. The two speed drive of Claim 1 wherein said second clutch means comprises a plurality of interleaved second friction disks alternately splined, respectively, to said third member of said planetary gear train and a housing.

7. The two speed drive of Claim 1 wherein said first clutch means is movable to said disengaged condition by an AC voltage coil.

8. The two speed drive of Claim 1 wherein said second clutch means is movable to said disengaged condition by an AC voltage coil.