WO1997030293A1

WO1997030293A1 - Lever clutch/brake

Info

Publication number: WO1997030293A1
Application number: PCT/CN1997/000011
Authority: WO
Inventors: Kun Chen
Original assignee: Kun Chen
Priority date: 1996-02-18
Filing date: 1997-02-18
Publication date: 1997-08-21
Also published as: CN1076802C; CN1157886A; AU1866097A

Abstract

The present invention provides a lever clutch/brake, which includes a driving and driven part, an operating device which controls the engaging or disengaging of the clutch/brake, a controller and a pushing part join with driving part respectively, a lever block which is positioned between and bearing two surfaces (A, B) of which back on said controller and driven part, and one of said surfaces (C, third bearing surface) back on said pushing part. Said surfaces A and B are curved surfaces. After having engaged the clutch/brake, one of said third surfaces and instant center O1 (or contact point A') of said surface A locate at first or fourth quadrant of a system of rectangular coordinates and another locates at second and third quadrant of said system, here the base point of the system is the instant center or the contact point of said surface B.

Description

Lever clutch and lever brake

The present invention relates to a friction clutch and a friction brake, particularly a lever clutch and a lever brake. BACKGROUND

Clutches and brakes are an important type of components in the transmission system. The role of the clutch is to enable the movement and power transmission or separation between the driving and driven parts in the machine. Friction clutches The advantage of smooth joint under large slip conditions. The friction brake has the advantage of smooth braking in a state where the follower (rotating member) and the driving member (fixing member) have a large slip. Therefore, they have been widely used in various fields such as machinery, chemical industry, light textile, transportation, metallurgy, mining, etc., especially in automotive applications are more extensive and important. Friction clutches and friction brakes rely on the master and slave Friction is generated between them to achieve engagement and braking, so they work in exactly the same way. Friction brakes, because the main yak is fixed, have a simpler structure than clutches, so people often use friction clutches and friction brakes as the same type of component. Research, design, and manufacture. An important type of clutch is an external force friction clutch, one of which is a friction clutch, which often uses humans to manipulate the clutch to engage or disengage. For example, the normally closed disc type «¾ clutch used in automobiles, its joint is compressed by the spring force between the main and follower parts, so that friction between them generates motion and power. When it is disengaged, the pedal force is used to compress the spring through the lever system or the hydraulic system, thereby disengaging the clutch. Manually controlled Wfe-type clutches have the disadvantages of small transmission torque, high labor intensity, and large volume due to the limited human power and control stroke.

Among the «<friction clutches, there is a clutch that uses a lever to apply pressure. Please refer to" Cluster Structure Atlas "edited by Duan Guanghan, pp. 90-102 (1985, National Defense Industry Press). This kind of clutch needs to consider that the clearance between the master and follower must be enough to make the clutch completely disengaged after separation to reduce the problems of wear and friction loss. In addition, the volume must not be too large. To have a sufficient amount of wear, so its labor-saving ratio can not be too large, thereby greatly limiting its use, it is generally only used in small and medium power applications. Purpose of the invention

The object of the present invention is to provide an easy-to-control, particularly small operating force, large planting capacity, and volume Small, simple structure, smooth engagement and braking of clutches and brakes. Technical solutions

In order to achieve the above object, the lever clutch and the lever brake provided by the present invention include a driving member, a driven member, an operating mechanism for controlling the engagement and disengagement of the clutch or a brake for braking and releasing the brake, a lever block, and an active A control member connected to the control member, a pressing member connected to the driving member, the lever block is disposed between the control member and the driven member, and its two force receiving surfaces A and B respectively abut on the control And the driven member, the other force receiving surface C of which is abutted against the pressing member to form a third force receiving end. The force receiving surfaces A and B are curved surfaces. When one of the third force-bearing end of the lever block and the instant center 0 or the contact point A 'of the curved surface A of the lever block is located in one or four quadrants of the rectangular coordinate system, and the other is located in the coordinate system. In the second or third quadrant, the instant center 0 or contact point B 'of the surface B is located at the origin.

According to an aspect of the present invention, a pressure receiving member is provided between the lever block and the driven member, and the force receiving surface B of the lever block abuts against the pressure receiving member.

According to another aspect of the present invention, the driving member and the driven member are shafts,

Only Gen according to another aspect of the present invention, the driving member and the driven member are discs.

According to another aspect of the present invention, the curved surface A of the lever block is a convex curved surface, the curved surface B is a concave curved surface, the surface C is a convex curved surface, and the curved surface b of the pressure bearing member abutting the curved surface B is a curved surface. B phase compensated convex curved surface, the curved surface a of the control member abutting the curved surface A is a concave curved surface compensated with the curved surface A, and the pressing member is in contact with the curved surface C at a point, line or facet.

According to another aspect of the present invention, each curved surface is an arc surface or a spherical surface.

According to another aspect of the invention, when the lever clutch ends and the lever brake ends, the instantaneous center o ₂ of the curved surface c of the lever block is located in one or two quadrants.

According to another aspect of the present invention, a contact body of the pressing member with the curved surface c is provided with a rolling body. According to another aspect of the present invention, the axis of the lever block is set parallel to the main friction force acting on the pressure bearing member, and a pressure turning member is provided to rotate the friction reaction force generated between the driven plate and the pressure bearing member. 90 ° acts on pressure-bearing parts.

According to another aspect of the present invention, a gap compensation device is also provided.

According to another aspect of the present invention, a plurality of sets of lever block assemblies is provided. Because the lever clutch and the lever brake of the present invention employ a lever lever block having a multiplying effect of two levers, the operating force is particularly small, the control system is greatly simplified, and the manufacturing and use costs are reduced, and its reliability is improved. It has simple structure and easy processing. Because it can generate a large positive pressure under a small operating force, it can use a material with a small friction coefficient and a long life as the friction pair, and can adopt a wet structure, thereby greatly improving the use of the lever clutch and lever brake life. Drawing description

The present invention is further described in detail below with reference to the accompanying drawings and embodiments, in which

FIG. 1 is a partial sectional front view of an embodiment of a lever clutch and a lever brake of the present invention; FIG. 2 is a sectional view of an embodiment of a lever and clutch and a lever brake of the present invention;

FIG. 3 is a sectional view taken along line D-D in FIG. 2;

4 is a sectional view of an embodiment of a lever clutch and a lever brake of the present invention;

Figure 5 is a simplified diagram of the force analysis of the lever block;

Fig. 6 is a simplified diagram for solving the positive pressure on the bar and pestle block;

FIG. 7 is a simplified solution diagram of control force and transmission force;

Figure 8 is a simplified diagram of the movement analysis of the lever block;

9 is a sectional view of an embodiment of a lever clutch and a lever brake of the present invention;

10 is a side sectional view of the lever clutch and the lever brake shown in FIG. 9;

FIG. 11 is a partial view in the direction of the K in FIG. 10; FIG.

12 is a partial cross-sectional view of an embodiment of a lever clutch and a lever brake of the present invention; FIG. 13 is a partial cross-sectional view of an embodiment of a lever clutch and a lever brake of the present invention; FIG. 14 is a partial view of an embodiment of a lever clutch and a lever brake of the present invention Figure 15 is a sectional view of an embodiment of the disc lever clutch for an automobile of the present invention;

FIG. 16 is a partial cross-sectional view taken along the line A-A in FIG. 15, showing the points of the automatic compensation device;

FIG. Π is a partial view of an embodiment of a caliper-type lever brake for an automobile of the present invention; FIG. 18 is a partial view taken along line A-A in FIG. 17, showing a connection condition between the turning member and the pressure block;

19 is a partial view of an embodiment of the caliper-disc lever brake of the present invention, in which a pair of lever groups and two sets of automatic compensation devices are provided; 20 is a partial view in the K direction of FIG. 19;

Figure 21 is a partial sectional view of an embodiment of a shift clutch of the present invention;

FIG. 22 is a right side view of the shift clutch shown in FIG. 21. Preferred embodiment for realizing the invention

First referring to FIGS. 2 and 3, the lever and clutch and lever brake of this embodiment of the present invention include a follower 3 (called a rotating member when used as a brake), a driving member 1 (called a fixed member when used as a brake), and a control member. 4 and the lever block 5. The driving member 1 and the driven member 3 can rotate relative to each other. The lever block 5 is disposed between the control member 4 and the driven member 3. The follower 3 can be a shaft, as shown in Figures 1-3 and 5-13; it can also be a ring, as shown in Figure 4; or a disk, as shown in Figure 14-22. At this time, the corresponding The driving member 1 and the pressure receiving member are also changed accordingly. In order to reduce wear and facilitate control, it is better to provide a pressure receiving member 2 between the lever block 5 and the driven member 3, and the pressure receiving member 2 is a pressure ring here. The curved surface A of the lever block 5 is abutted to the control member 4, the curved surface B of the lever block 5 is abutted to the pressure ring 2, and the C end of the lever block 5 is abutted to the pawl 6 fixedly connected to the driving member 1 „In this embodiment In the figure, the curved surface A of the lever block is a convex circular solitary surface, the curved surface a of the pressure ring 2 is the same circular arc surface that compensates for the curved surface A, the curved surface B on the lever block is a concave circular arc surface, and the curved surface b on the pressure plate For the same curved surface as the surface B, the curved surface at the C end of the lever block is a convex circular surface.

The curved surfaces A and B on the lever block 5 may be convex curved surfaces or concave curved surfaces, as shown in the drawings. However, relatively speaking, the curved surface A on the lever block 5 is preferably a convex curved surface, and the curved surface A is preferably a convex arc surface or a spherical surface. The curved surface B on the lever block 5 is preferably a concave curved surface, and is preferably a concave arc surface or a spherical surface. The curved surface at the C end of the lever block 5 is preferably an inclined surface or a convex curved surface, and most preferably a convex curved surface. The control pieces 4 abutting on the curved surfaces A and B on the lever block 5 and the corresponding curved surfaces a and b on the pressure ring 2 are curved surfaces compensated by the curved surfaces VIII and B on the lever block 5, that is, A and B are When convex surfaces, a and b are concave surfaces, and when A and B are concave surfaces, a and b are convex surfaces. The curved surfaces a and b are preferably curved surfaces that are equal to each other and are the same as or similar to the curved surfaces and B. The curved surface a on the control member 4 is preferably concave and is a curved or spherical surface which is the same as or larger than the curved surface A on the lever block 5, and the curved surface b on the pressure ring 2 is preferably formed on the lever block 5. The curved surface or spherical surface with the same or smaller curved surface B. The C-stressed end of the lever block 5 may be a curved surface or an inclined surface. The curved surface C is preferably a convex curved surface, and most preferably a convex arc surface. The contact surface C of the pawl 6 and the lever block 5 is a small curved surface, or line, or point contact. After meeting the requirements such as strength, the contact surface is smaller, and the control force F1 is smaller (see figure). 5) Smaller and more stable. When the contact end of the lever block 5 and the pawl 6 is small, the c-end of the pawl 6 may be a concave curved surface, It is preferably an arc surface, as shown in FIG. 9. A pressure ring 2 is preferably provided between the lever block 5 and the follower 3, so that the life and performance of the lever clutch and the lever brake can be greatly improved. In order to improve the life and performance, rolling bodies such as needles and steel balls may be provided between the curved surfaces A and B on the lever block 5 and the curved surfaces a and b of the control member 4 and the pressure ring 2, or rollers may be provided at the C end. In addition to the lever clutch and lever brake can be designed as a shaft type as shown in Figure 1-13, it can also be designed as a disk type as shown in Figure 14-22 to improve the capacity and life of the plant.

The working principle of the lever clutch and the lever brake of this embodiment of the present invention will be described with reference to Figs. When both the driving member 1 and the driven member 3 can rotate, it is a lever clutch. When only one of them can rotate, the other is a lever brake. Its working principle is that when the active part 1 gets movement from the prime mover or other parts, the active part 1 rotates counterclockwise in the state of FIG. 2, and the control clutch 8 is in the disengaged state on the right side, and the control part 4 and the active part 1 There is a separation spring 31 in between to pull the control part 4 into place. At this time, the lever block 5 and the pressure ring 2 are rotated counterclockwise and pushed into place by the pusher 6 and the control member 4 under the action of the pusher 6. At this time, the lever clutch and the lever brake are in a disengaged or non-braking state. When engagement or braking is required, the clutch 8 is controlled to move to the left under the action of external force, and gradually engages with the tapered surface on the control ring 4. Because the control clutch 8 and the driven member 3 are connected by the spline sleeve 10, it can only move axially, and cannot rotate relative to the driven member 3. At this time, a rotation is generated on the control ring 4 with the driving member 1. The friction force in the opposite direction, when the friction force is greater than the pulling force of the spring 31, the rotation speed of the control ring 4 is slowed down, and the rotation speed of the pawl 6 is not reduced. At this time, the role of the lever block 5 in the control ring 4 and the pawl 6 is Turn clockwise downwards. When the driving member 1 and the lever block 5 and the pressure ring 1 and the control ring 4 are locked, the lever block 5 is gradually pressed onto the pressure ring 2 and the pressure between the pressure ring 2 and the driven member 3. Positive pressure and friction force are generated between each other. When the positive pressure N (see FIG. 5) generated on all the lever blocks 5 is multiplied by the friction coefficient μ between the pressure ring 2 and the driven member 3, it is equal to or greater than the load applied to the driven member 3. When the resistance is on, the follower 3 starts to rotate, and gradually reaches the speed of the master, the lever clutch is fully engaged,

When used as a brake, the follower 3 is fixed, and the drive 1 is turned counterclockwise. When the control clutch 8 and the conical surface on the control member 4 are engaged, the lever block 5 rotates clockwise. When friction occurs between the pressure ring 2 and the driven member 3, the lever brake starts to brake, and the driving member 1 is gradually made. Stop and finish braking.

Figures 5-7 are analysis diagrams of the force of the lever block 5, and Figure 8 is a motion analysis diagram of the lever block 5. The clamping of the lever block 5 is: in the state shown in FIG. 8, the instantaneous center Ol or the contact point A ′ of the A surface on the lever block 5 is rotated under the action of Fl, PI, P, and P2 when turning clockwise. Cannot turn to 1 In the quadrant, it is clamped. In FIG. 5-7-F1-the control force of the clutch 8 acting on the lever block 5 via the control member 4.

F-The follower 3 reacts to the frictional force of the lever block 5 via the pressure ring 2.

F2-The force of the pawl 6 on the lever block 5 The component of the P2 on the X axis.

N-the follower 3 reacts to the positive pressure on the lever block 5 via the pressure ring 2.

N1-the force component P1 of the control element 4 acting on the lever 5 on the Y axis.

N2-The force of the pawl 6 acting on the lever block 5 P2 on the Y axis.

Figure 5 - 8 in the rectangular coordinate is set, the clutch engagement bar pestle and end at the end of braking the brake lever, the control member 4 from the instantaneous center of the case ₀₃ through the instantaneous center O on the surface B of the lever block 5 or B '(for example, the point where the surface B and the surface b are in point contact is B ′) is a straight line, and the straight line is used as the Υ axis of the rectangular coordinate system, and 0 or B ′ is used as the origin of the coordinate system, and passes 0 Or B 'point is made a straight line perpendicular to the Υ axis, and this line is used as the X axis. 0 ₃ in Figure 1-13 are the centers of rotation of the lever clutch and lever brake. For example, the control member 4 performs a linear motion ( (Figure 14-22), then its instantaneous center 0 _{3 is} at infinity perpendicular to the direction of movement. At this time, a straight line perpendicular to the direction of movement of the control member 4 is made by the y-axis passing through point 0 or point B ', pointing The direction of the Α surface is the positive direction of the Υ axis, and the other is the same as above.

It can be seen from the force analysis diagrams 5-7 that the control force F1 generated by the control clutch 8 and acting on the lever block 5 can be much smaller than F and F2, from a few times to dozens of times or even hundreds of times. Because the sizes of e and d in Figure 7 can be artificially designed, but too small e may cause F1 to be unstable.

From Figures 5-7, we know that the force that can be transmitted by lever 5 is F = N · μ, Fl = F · e / d,

F2 = Fl + F, Nl = N2 · h / 1, N = Nl + N2, N2 = F2tg α, where μ is the friction coefficient between the pressure ring 2 and the follower 3. Only when F <N · μ Only when the clutch works without slipping. Since e / d can be designed to be small, the control force for the entire clutch can be small.

When the lever clutch disengagement and the lever brake release braking are needed, as long as the control clutch 8 is moved to the right to separate it from the conical surface of the control member 4, the force F1 on the lever block 5 disappears, as long as the lever block 5 is not in In the self-locking state, the forces such as PI and P2 on the lever block 5 will disappear. The control member will rotate counterclockwise by a certain angle under the action of the spring 31, so that a gap will be generated between the lever block 5 and the pressure ring 2 and the driven member 3 and the control member 4, the clutch is disengaged or the brake is released.

The clutch and brake have the advantages of easy control, large supporting force, small size, stable work, and thorough separation. They are all produced by using the lever block 5. First, e / d can be small, so the operating force can be very Small, easy to manipulate; second, h / 1 can be larger, that is, positive pressure N = Fl (l + d / e) (l + h / 1)-tg, such as tg α is 1 when oc is 45 °, and d / e is generally between 10-50, usually h / 1> 5.

Therefore, N is generally about 200 times that of F1. Since the value of the friction coefficient is about 0.05 to 0.3, the control force F1 is only one-tenth to one-sixth of the braking force F. Of course, the above parameters can be increased and decreased according to specific conditions.

It can be seen from the formula that (1 + d / e) (l + h / 1) is the product of the increase ratio of the two levers, so the labor saving effect is very obvious, and it is many times better than other lever mechanisms.

I have calculated a commonly used lever and pestle structure. When the boosting ratio is 1S> times, and the same amount of wear as the lever clutch after engagement, its volume is 15 times larger.

Thirdly, because only one lever block 5 is used, two levers can be used to save energy and multiply. Therefore, it is smaller and has fewer parts than other boosting methods. At the same time, there is sufficient wear after the lever block 5 is clamped. When surfaces A and C are convex arc surfaces, B is a concave arc surface, and surfaces a and b are the same or similar arc surfaces as A and B. The instant center 02 of the C surface on the lever 5 is in the 1 quadrant. Or within 2 quadrants, during the engagement and braking process, h changes little and e rapidly decreases. When the brake is disengaged and released, h changes little, while e increases rapidly. This means that the clutch and brake can quickly enter the working area and quickly create large clearances, completely disengaging. This has the advantage of a small steering stroke. While other boosters have larger boosting effects, the volume and control stroke become very large. This is also incomparable with other boosters. When 02 is in the 1 or 2 quadrants, as long as it is well designed, Α can basically remain unchanged during joining and disengaging, resulting in a circular movement of the C-end during joining and disengaging, which can make it easy to engage and disengage. And when designing the disc lever clutch and the lever brake, it is possible to position the pressure plate 2 without setting up a complicated mechanism. This is one of the reasons why the five curved surfaces A, B, C, &, and b are best arc surfaces. . Since the curved surfaces A, 8 and 3 and b are circular arc surfaces with phase compensation, the contact stress is reduced and the life is increased, and the five curved surfaces A, B, (: and 3 and b are circular arc surfaces will facilitate processing and reduce manufacturing. Cost, the above is also one of the reasons that they are best to compensate for the arc surface. Of course, designing the surface a to be larger than the surface A, and designing the surface b to be smaller than the B surface to facilitate the operation is also the best method. One.

It should also be noted in the design that when the lever clutch is engaged and the lever brake is braked, when the contact end C of the lever block 5 and the pawl is within 1 or 4 quadrants of the rectangular coordinate system, the instantaneous center 0 of the B surface Or the contact point B 'is at the origin, the instantaneous center O of the A surface, or the contact point A' is within 2 or 3 quadrants of the rectangular coordinate system. When the contact C is within 2 or 3 quadrants, O or B 'At the origin, 0, or A' is in 1 or 4 quadrants. When the eight, B, and C surfaces are solitary, the three circles The center of the arc is their instant center. Of course, the design should also pay attention to the influence of the frictional resistance generated by the curved surfaces A, a and curved surfaces B, b "on the operating force.

Since the amount of wear of the lever block 5 after the clutch is engaged and the brake is finished is small, in order to compensate it, a compensation device can be provided on the clutch and the brake. The tapered pressure ring 2 and spline in FIG. 3 The sleeve 10 and the nut 9 are a manual compensation device. When compensation is needed, as long as the nut 9 is turned to move the splined sleeve 10 to the left, compensation can be performed.

The lever clutch and lever brake shown in FIG. 2 and FIG. 3 are lever clutches and lever brakes which can work normally when the driving member 1 rotates counterclockwise or the driven member 3 rotates clockwise. FIG. 1 shows another embodiment of a lever clutch and a lever brake according to the present invention. In this embodiment, the curved surfaces A and B on the lever block 5 are both convex curved surfaces, and there is no gap between the lever block 5 and the follower 3. A pressure ring 2 is provided, and the convex curved surface B of the lever block 5 directly contacts the follower 3 in the form of point contact. In this embodiment, since the lever blocks 5 are oppositely mounted to each other, it is a lever clutch and a lever brake that can work normally in both directions. FIG. 4 shows another embodiment of the lever clutch and the lever brake of the present invention. In this embodiment, the driven member is the ring 3 and the control member is the shaft 4.

According to the present invention, in order to engage and brake the lever clutch and the lever brake, the lever block 5 can be locked. FIG. 9-11 shows the use of the chute 29 to make the control member 4 push the lever block 5 to rotate, Thereby, the clutch and the brake are engaged and disengaged, or the brake clutch and the lever brake are braked and released. The C end of the pawl 6 is a concave circle, the C end of the lever block 5 is a small convex arc, and is controlled by the sliding The sleeve moves relative to the active pawl and the upper chute of the control member, thereby turning the lever block to control the clutch engagement and disengagement or the brake to brake and release the brake.

Figures 12-14 show other embodiments of the lever clutch and lever brake of the present invention. In the embodiment shown in FIG. 12, the curved surface B on the lever block 5 is a concave arc, and the curved surface b on the pressing block 2 is a convex arc that is compensated and slightly smaller than the curved arc B. In the embodiment shown in FIG. 13, the curved surface B on the lever block 5 is a concave elliptical arc, and the curved surface b on the pressure ring 2 is a smaller convex elliptical arc. In the embodiment shown in FIG. 14, the driven member is a driven disk and is provided with a support plate 7, and the curved surface A on the lever block 5 is a concave elliptical arc, and the control member is the control block 4, and the corresponding curved surface on the control block. a is a smaller hyperbolic convex surface.

Hereinafter, another embodiment of the lever clutch and the lever brake of the present invention will be described with reference to FIG. 15. FIG. 15 shows a dry-disc normally closed single-plate clutch with anti-torsional spring for an automobile. Its driving member 1 is a flywheel of an engine, and its driven member is a driven plate 3. Its working principle is as follows. When disengaging, the joint 35 moves to the left and presses against the release lever 12 first, and then presses against the clearance lever 11. The wire rope 21 on the release lever 12 pulls the elastic lever 20 and the spring 17 to make the elastic lever. Acting on The pressure on the pressure shaft 14 gradually disappears, and the pressure acting on the C end of the lever block 5 gradually disappears. At this time, the release lever 12 is continuously depressed, and the clamp 19 on the wire rope 21 triggers the control lever 32 on the lever block 5 and Drive the lever block 5 to rotate clockwise, so that a gap is created between the pressure plate 2 and the follower 3, and finally it is completely separated. The purpose of setting the adjusting screw 15 is to adjust the gap between the pressure shaft 14 and the C-end of the lever block 5. The role of the gap lever 11 is to ensure that the gap generated by the lever block 5 can be between the driven plate 3 and the pressure plate 2 and the driving member. Occasionally, it starts to work after the lever block 5 has rotated a certain angle in the separation direction and a certain gap has occurred, and is synchronized with the rotation of the lever block 5.

The working principle when it is engaged is as follows. When the pedal is depressed, the adapter 35 is at the left end, and the driven disk 3 does not move. The other components rotate with the driver 1. The adapter moves to the right when the pedal is released, and the release lever 12 Turning counterclockwise, the pressure plate 2 moves to the left under the effect of the positioning pressure spring 23 and finally presses the driven plate 3 (the spring force f of the pressure spring 23 is weak and only serves to push the pressure plate 3 and position it, which cannot produce large Positive pressure). When the pressure plate 2 moves to the left, there is a gap between the pressure plate 2 and the lever block 5, the control member 4, and the support plate 7, and at the same time, the control lever 32 rotates counterclockwise. The lever block 5 rotates counterclockwise and is in place under the action of the engaging spring 18, so that the C end of the lever block 5 can contact the pressure shaft 14, and the spring lever 20 rotates counterclockwise under the action of the pressure spring 17, and When the adapter continues to move to the left, the spring lever 20 gradually transmits the elastic force of the pressure spring 17 to the C end of the lever block 5 through the pressure shaft 14 and the lever block 5 gradually generates a large pressure to press the driven plate 2 to the driven plate 3, The lever clutch is gradually engaged. The platen 2 is driven by a casing 25 via a driving steel plate 26. That is to say, the lever block 5 no longer bears the circumferential force and only generates a positive pressure, which is the same as the traditional single-plate clutch which is pressed by a spring on the modern automobile.

To ensure that the clutch can still work normally after wearing, an automatic compensation device is set on the clutch. Its working principle is as follows. The wear caused by the driving member 1, the driven plate 3, the pressure plate 2, and the lever block 5 is finally reflected in the increase of the P angle (as shown in Fig. 5) when the lever block 5 is clamped. When P increases to a certain value, the pawl 33 on the control lever 32 is extended to catch the automatic compensation ratchet 22, as shown in FIG. 16. At this time, as long as the clutch is disengaged, the pawl 33 is turned ^. Turning clockwise to a certain angle as shown in FIG. Due to the compensation, the angle P of the lever block 5 will decrease in the next engagement, and the pawl 33 may not necessarily catch the ratchet 22. It is therefore a stepped automatic compensation device. This type of automatic compensation device is often used in brakes on modern cars, and has high reliability.

The clutch shown in FIG. 15 has a particularly good engagement characteristic due to the gradual pressure by the spring 17, and the engagement and separation are very smooth. Since the clearance between the pressure shaft 14 and the C-end on the lever block 5 can be particularly small, the engagement and separation The operating force is several to ten times smaller than the existing single-plate automotive clutch. And the driven disk 2 can drive the driving member 1 in the reverse direction, so that the trailer can be started and the engine can be braked.

FIG. 17 shows an embodiment of a caliper-type lever brake for an automobile. Its working principle is the same as that of the lever clutch shown in FIGS. 15-16, and the working principle of the automatic compensation device is also the same. It is different from the lever clutch shown in Figures 15 to 16 in the following aspects. The first is that its lever block assembly has only one set (of course, it can also be several sets), unlike the lever clutch, which generally has multiple sets. The second is that the C end of the lever block 5 is not pressed by a spring (of course, it can also be pressed by a spring at the C end); the third is that this caliper disc brake is normally open, and it is braked when external force is applied, that is, Tightening the steel wire rope 21 is braking, and loosening the steel wire rope 21 releases the brake. After the steel wire rope 21 is loosened, the lever block 5 rotates clockwise under the action of the separation spring 31. The fourth reason is that the spring is not used to apply pressure at the C end. In order to work reliably, a set of rotating pressure pieces 27 is used, which can turn the friction reaction force between the rotating disk 3 and the pressure block 2 through the rotating pressure member 27 to 90 °, and then act on the pressure plate 2 and then the lever block. The C terminal of 5 is used to support the braking force. This allows the brake to generate greater braking force with less operating force and makes it more reliable. Of course, the friction generated by the braking is finally transmitted to the bracket 30. Another advantage of setting the lever block 5 is that the braking force is the same when the car moves forward and backward. Figure 19-20 is a caliper disc brake equipped with a pair of lever block groups. The purpose of installing two sets of lever blocks 5 is In order to make the rotating disk forward and reverse, the same braking force can be generated. If it is used in a car, the same braking force can be obtained when the car is moved forward and backward. Since the braking force generated on the pressure plate 2 is directly used as the C end of the lever block 5, there is no need to provide a pressure turning member 27.

The above two types of caliper disc brakes have the advantages of traditional caliper disc brakes without thermal decay and water decay, and their operating force is dozens of times smaller than that of traditional caliper disc brakes. It can generate dozens of times more braking force than traditional caliper disc brakes, greatly improving the safety of automobiles and other machinery, and greatly expanding the application range of caliper disc brakes (such as can be used on various trucks). ), On the premise of ensuring use, it can also greatly reduce the parts of the brake system, reduce manufacturing and use costs, and greatly improve work reliability.

Figure 21-22 is a disc lever clutch used in machine tools and automotive transmissions. Of course, it can also be used as a brake. This clutch works the same as other disc lever clutches, except that it is small Some, because its diameter is small, and the material of the driven disk 3 is metal, the gap after separation can be “■!”, So there is no mechanism for separating the pressure plate 2. A gap return spring may also be provided in the above-mentioned caliper disc lever brake and disc lever clutch, so that the driven disc 3 can drive the driving member 1 to rotate when engaged, thereby realizing the start of the trailer and the use of the engine brake, The axis of the lever block 5 is not perpendicular to the main friction force acting on the pressure plate 2 but is installed in parallel. Therefore, a pressure conversion member 27 is installed between the pressure block 2 and the bracket 30. To make the lever clutch engaged and disengaged, it is only required to operate the control sliding sleeve 28 to move. There is a dynamic fit between the control sliding sleeve 28 and the driven shaft 3.

The core of the present invention is to invent a labor-saving method and structure that multiplies the labor-saving effects of two levers. It can be used not only for clutches and brakes, but also for other places where labor-saving is required. The clamping mechanism for various machine tools is medium.

Claims

Rights request

1. A lever clutch for mechanical transmission, comprising a driving member (1), a driven member (3), an operating mechanism for controlling clutch engagement or disengagement, and a lever block (5),

It is characterized in that the lever clutch further includes:

Control part (4) connected to active part (1),

The pressing part (6, 14) connected to the driving part (1),

The lever block (5) is disposed between the control member (4) and the driven member (3), and its two force receiving surfaces (A) and (B) abut on the control member (4), respectively. And the follower (3), the other bearing surface (C) of which is abutted against the pressing member (6, 14) to form a third bearing end, and the bearing surfaces (A) and (B) are curved surfaces ,

At the end of the engagement of the lever clutch, one of the instantaneous center (0,) or the contact point (A ′) of the third force receiving end of the lever block (5) and the curved surface (A) of the lever block (5) is located The one or four quadrants of the rectangular coordinate system and the other two or three quadrants of the coordinate system. The instantaneous center (0) or contact point (Β ') of the surface (B) is located in the original occupation.

2. The lever clutch according to claim 1, characterized in that a pressure receiving member (2) is provided between the lever block (5) and the follower (3), and the lever block (5) The bearing surface (B) is abutted against the pressure bearing member (2).

3. The lever clutch according to claim 2, wherein the driving member (1) and the driven member (3) are shafts.

4. The lever clutch according to claim 2, wherein the driving member (1) and the driven member (3) are discs.

5. The lever clutch according to claim 2, wherein the curved surface (A) of the lever block (5) is a convex curved surface, the curved surface (B) is a concave curved surface, and the surface (C) is a convex curved surface, and The curved surface (b) abutting the curved surface (B) of the pressure member (2) is a convex curved surface that compensates the curved surface (B), and the curved surface abutting the curved surface (A) of the control member (4) (a) is a concave curved surface that compensates for the curved surface (A), and the pressing member (6, 14) is in contact with the curved surface (C) as a point, line, or facet.

6. The lever clutch according to claim 5, wherein each curved surface is an arc surface or a spherical surface,

7. The lever clutch according to claim 6, characterized in that when the lever clutch is terminated, the instantaneous center (02) of the curved surface (C) of the lever block (5) is located in one or two quadrants.

8. The lever clutch according to claim 6, characterized in that the pressing member (6, 14) A rolling body (36) is provided at a contact end of the curved surface (C). -

9. The lever clutch according to claim 4, characterized in that the axis of the lever block (5) is set parallel to the main friction force acting on the pressure receiving member (2), and a pressure turning member (27) is provided, It is used to rotate the friction reaction force between the driven plate (3) and the pressure-receiving member (2) by 90 ° to act on the pressure-receiving member (2).

10. The lever clutch according to any one of the preceding claims, further comprising a backlash compensation device (22).

11. The lever clutch according to any one of the preceding claims, wherein a plurality of sets of lever block assemblies are provided.

12. A lever brake for mechanical transmission, comprising a driving member (1), a driven member (3), an operating mechanism for controlling braking or releasing the brake, and a lever block (5),

It is characterized in that the lever brake further includes:

Control part (4) connected to active part (1),

The pressing part (6, 14) connected to the driving part (1),

The lever block (5) is disposed between the control member (4) and the driven member (3), and its two force receiving surfaces (A) and (B) abut on the control member (4), respectively. And the driven member (3), the other bearing surface (C) of which is abutted against the pressing member (6, 14) to form a third bearing end, the bearing surfaces (A) and (B) are curved surfaces ,

When the lever brake is stopped, one of the instantaneous center (0,) or the contact point (A ′) of the third force receiving end of the lever block (5) and the curved surface (A) of the lever block (5) It is located in one or four quadrants of the rectangular coordinate system, and the other is located in two or three quadrants of the coordinate system. The instantaneous center (0) or contact point (Β ') of the surface (B) is at the origin.

13. The lever brake according to claim 12, characterized in that a pressure receiving member (2) is provided between the lever block (5) and the follower (3), and the lever block (5) The bearing surface (B) is abutted against the pressure bearing member (2).

14. The lever brake according to claim 13, wherein the driving member (1) and the driven member (3) are shafts.

15. The lever brake according to claim 13, wherein the driving member (1) and the driven member (3) are discs.

16. The lever brake according to claim 13, wherein the curved surface (A) of the lever rod block (5) is a convex curved surface, the curved surface (B) is a concave curved surface, and the surface (C) is a convex curved surface. The curved surface (b) abutting the curved surface (B) of the pressure receiving member (2) is a convex curved surface that compensates the curved surface (B), and the control member (4) abuts the curved surface (A). The curved surface (a) is a concave curved surface that compensates for the curved surface (A), and the pressing member (6, 14) and the curved surface Face (C) is a point, line, or facet contact. -

17. The lever brake according to claim 16, wherein each curved surface is an arc surface or a spherical surface,

18. The lever brake according to claim 17, characterized in that when the lever brake is stopped, the instantaneous center (02) of the curved surface (C) of the lever block (5) is located in one or two quadrants.

19. The lever brake according to claim 17, characterized in that the contact end of the pressing member (6, 14) with the curved surface (C) is provided with a rolling body (36).

20. The lever brake according to claim 15, characterized in that the axis of the lever block (5) is arranged parallel to the main friction force acting on the pressure bearing member (2), and a pressure turning member (27) is provided, It is used to rotate the friction reaction force generated between the driven plate (3) and the pressure receiving member (2) by 90 ° to act on the pressure receiving member (2).

21. The lever brake according to any one of claims 12 to 20, further comprising a clearance compensation device (22).

22. The lever brake according to any one of claims 12 to 21, wherein a plurality of sets of lever block assemblies are provided.