WO2001004506A1

WO2001004506A1 - Automatic clutch

Info

Publication number: WO2001004506A1
Application number: PCT/CN2000/000181
Authority: WO
Inventors: Yue Wang
Original assignee: Yue Wang
Priority date: 1999-07-13
Filing date: 2000-06-28
Publication date: 2001-01-18
Also published as: CN1107819C; AU5670300A; CN1259628A

Abstract

An automatic clutch for simplifying engine clutch control system consists of a sleeve (1), a spring (2), a spindle (3) and an inertia wheel. The torque is transmitted by the friction force between the spring and the spindle. Since the engine speed variation is controlled by the rotation inertia of the inertia wheel and the clamping torque of one of the spring ends is controlled by the rotation moment which is caused by the angle speed variation of the inertia wheel relative to another of the spring ends, the automatic clutch may control the friction force and power output and be automatically engaged and disengaged.

Description

Automatic clutch

Technical field

The invention relates to a matching component of an engine power transmission and is used for controlling power output. In particular, it relates to an automatic clutch composed of a sheath, a spring, and a shaft.

Background technique

The spring clutch that was used in some electric starters is one of the automatic clutches. Its main structure is composed of a sheath, a spring, and an active and passive shaft. The operating principle is: a spring with a tight sleeve is placed on the active shaft and Outside the passive shaft, the frictional force generated by the spring when it rotates outside the active shaft and the passive shaft is one of the forms of applying the friction force of the winding body. This clutch is in a normally engaged state, and the power is cut continuously. Only when the engine is overrun after the engine starts, the spring slips off the shaft and then separates. When slipping, the inner diameter of the spring is still in a friction state between the shaft surface, so this type of clutch It cannot be applied to engine automatic control power output.

Summary of the Invention

The task of the present invention is to solve the control problem of the spring clutch applied to the automatic control power output of the engine, and finally to provide an automatic clutch for the engine power transmission.

In order to achieve the above object, the automatic clutch of the present invention includes: a hollow sheath, a head end of the sheath is fixedly connected to an input end of a power transmission; a spring member installed in the sheath, and the head end of the spring member is in contact with The input end of the power transmission is fixedly connected, the outer diameter of the spring member and the inner diameter of the sheath mutually cooperate; an inertia wheel, the end of the spring member is connected to the inertia wheel; a shaft body installed inside the spring member, One end is connected to the output end of the power transmission; wherein, when the clutch is in a disengaged state, an inner diameter of the spring member is equal to There is a radial gap between the outer diameters of the shafts. When the clutch is engaged, the radial gap disappears through the action of the inertia wheel, and the spring member and the shaft are locked to transmit power.

In the clutch, the power is transmitted through the combination of the spring member and the shaft body, and the winding body friction principle is used to transmit power. According to the corresponding formula ^ = ^μ °, when the coefficient of friction μ is determined, the angle α can be increased appropriately. Ratio, so you can control a larger torque power output with less torque power. The method is: set an inertia wheel, and change the normal coupling state of the spring to the shaft body in the original clutch to the normally separated state, fix the sheath and the spring head to the power input end (such as a large flywheel), and cover the passive shaft In addition, a gap is left, the spring end is connected to the inertia wheel, and the inertia wheel is supported on the driven shaft by a bearing. The principle of the running process is: control the change of engine speed through the throttle, apply the moment of inertia of the inertia wheel: I = mi ² , the rotation moment formed by the change of the angular velocity of the inertia wheel relative to the spring end: M _c = 1 ^, control the end of the spring The locking torque of F ₂ r _{Q is} to control the formation of the frictional force of the winding body, that is, the automatic clutch. When the engine is running at a uniform speed or a small negative angular acceleration speed, the rotation moment of the inertia wheel tends to zero or negative value. At this time, the loose side locking torque at the end of the spring is a resistance torque formed by the rotation of the inertia wheel against a certain medium : M _z F ₂ r _Q to ensure reliable clutch operation. When (starting in gear) acceleration at start or running at a uniform speed, the engine overcomes the moment of inertia and resistance moment of the inertia wheel to do work, that is: M _e + M _z F ₂ r _Q 〉 Μ _τ , the spring is at Fp F ₂ Under the action, the passive shaft body is locked, and a winding body friction force is generated, and the clutch is engaged. When (then shifting) the throttle, the engine speed suddenly drops, the torque reserve energy of the inertia wheel at high speed is released again, its momentum moment acts on the spring end, and at the same time the resistance moment of the inertia wheel relative to the medium is reduced. Weak, at this time: M _e + M _Z <M _T , that is, the rotational moment (negative value) is greater than or equal to the resistance moment, and the sum is less than the spring torsion combined stress moment M _τ , the spring looses under the action of the opposite torque, and the frictional force of the winding body Disappears and the clutch is switched off.

The inertia wheel in the above solution is the rotor of an alternator. The clutch runs at a uniform speed. The locking torque at the end of the spring is borne by the electromagnetic torque of the rotor relative to the stator.

The inertia wheel in the above scheme may be an impeller in a fan, the clutch is operated at a uniform speed, and the locking torque at the end of the spring is borne by the resistance torque formed by the impeller rotating with respect to the air.

The inertia wheel in the above scheme may also be a dozen oil tankers in closed operation. The clutch is operated at a uniform speed. The locking torque at the end of the spring is borne by the resistance torque caused by the oil tanker rotating against the oil.

The inertia wheel in the above solution may also be a cross wheel with a centrifugal block. The clutch is operated at a uniform speed. When the locking torque at the end of the spring is rotated by the cross wheel, the centrifugal block generates frictional friction resistance against the rotation of the brake bear.

Because this solution adopts a normally separated structure, in conjunction with the application of the characteristics of the inertia wheel, the change of the engine speed is controlled by the throttle, and the rotational moment of the inertia wheel is controlled by the angular acceleration, which can control the formation of the frictional force of the winding body in real time, which also controls the power. Output, and lock the spring end with the resistance torque formed by the rotation of the inertia wheel relative to the medium, which can ensure that the clutch works reliably at a uniform speed. This provides a technical basis for the application of the spring clutch to the automatic control force output of the engine. Simplify the operating system of modern universal clutches, reduce driving operation intensity, and have no non-metal abrasion, pollution, and relatively long service life Long.

Overview of the drawings

The four embodiments of the present invention will be described in detail below with reference to the drawings. Figure 1: Front view of the sheath.

Figure 2: Overcurrent circuit diagram.

Figure 3: Front view of shaft body.

Figure 4: Front view of the spring.

Figure 5: Top view of the spring.

Figure 6: Front view of the generator rotor.

Figure 7: Right side view of the generator rotor.

Figure 8: Winding wiring diagram.

Figure 9: Stator blank form.

Figure 10: Rotor punching form.

Figure 11: Longitudinal cross-section view of the generator rotor control scheme clutch.

Figure 12: Longitudinal sectional view of the clutch for the fan impeller control scheme.

Figure 13: Vertical section view of a clutch control scheme for a tanker.

Figure 14: Longitudinal section view of a clutch with a centrifugal block brake control scheme.

Figure 15: Front view of the impeller.

Figure 16: Right view of the impeller.

Figure 17: Front view of the tanker.

Figure 18: Right side view of the tanker.

Figure 19: Front view of the cross wheel. Figure 20: Left view of the cross wheel. Figure 21: Front view of the centrifuge block. Figure 22: Sectional view of centrifugal block A—A Figure 23: Front view of the brake drum. Figure 24: View of the leaf spring.

See

Figure 25: Illustration of a ratchet shaft. Figure 26: Ratchet ¾ Figure 27: Pawl view. Figure 28: View of the pawl spring. Figure 29: Position of the pawl on the flywheel. Figure 30: Longitudinal sectional view of a clutch of a fan impeller control scheme with ratchet and pawl. In the four embodiments of the present invention, common parts will be described first. In the longitudinal section of the clutch, FIG. 11-1: Reference numeral 1 represents a hollow sheath, 2 represents a spring, and 3 represents a shaft body. The form is as shown in Figures 1, 4, 5, and 3. The sheath and the spring end are bolted to the power input end. The spring is installed in the sheath. The outer diameter of the spring and the inner diameter of the sheath are matched with each other. The end of the spring is keyed to the inertia wheel. The inner diameter of the spring is connected to the shaft. There is a gap between them, and the shaft body is installed inside the spring, and one end of the shaft body is connected to the output end (transmission) of the power transmission. By the action of the inertia wheel, the clutch is in a coupled state, so the gap disappears, and the spring member is locked with the shaft to transmit power. The principle of the running process is: control the change of engine speed through the throttle, apply the moment of inertia of the inertia wheel: I = mi ² , the rotation moment formed by the change of the angular velocity of the inertia wheel relative to the spring end: M _G = 1, control The locking torque at the end of the spring: F ₂ r _Q , which controls the formation of the frictional force of the winding body, that is, the automatic clutch. When the engine is running at a uniform speed or a small negative angular acceleration speed, the rotation moment of the inertia wheel tends to zero or negative value. At this time, the loose side locking torque at the end of the spring is a resistance torque formed by the rotation of the inertia wheel against a certain medium. : M _z F ₂ r ₍₎ to ensure reliable clutch operation. When (in gear) acceleration at start or running at uniform speed, the engine overcomes the moment of inertia and resistance moment of the inertia wheel to perform work, that is: M _e + M _z F ₂ r ₀ ) M _τ , the role of the spring in F ₂ The passive shaft is locked down, and a winding body friction is generated, and the clutch is engaged. When the throttle is reduced and the engine speed suddenly drops, the torque reserve energy of the inertia wheel at high speed is released again, and its momentum moment acts on the end of the spring, and at the same time the resistance moment of the inertia wheel relative to the medium weakens. Time: Mc + 2 ^ means that the rotation moment (negative value) is greater than or equal to the resistance moment, and the sum is smaller than the spring torsional combined stress moment M _T , the spring looses under the action of the opposite moment, the friction of the winding body disappears, and the clutch is cut off.

Among them, the spring adopts a double-cut form of integral cutting, and its function is to reduce the thermal stress of the friction pair, prolong its service life, and to transmit torque in a balanced manner. The spring can also be made of other forms made of steel wire and wire rope. The inertia wheel is supported at the rear end of the shaft by a light bearing, or it can be supported on the sheath, which can shorten the axial distance. Spring section side length: a = 2 ^ (mm), tangential tensile force: where F _b : engine torque (kg-mm), r ₀ : spring mid-diameter radius (mm). []: Allowable tensile strength of material under variable load (kg / mm ² ). Winding ratio: ^ «18. The number of spring turns is given by ^ =. q wrap angle: α (rad). Where: =, μ: 0. 15, e: 2. 718, F 2: loose side tension is appropriate 2kg or less. Mass of inertia wheel: m = D (the outer ring mass of the bearing should be deducted the amount) . i: radius of the center of mass of the inertia wheel (m). Moment of inertia of the inertia wheel: I = ^ kg-m ² ). When the clutch is momentarily engaged and disengaged, the moment of inertia of the inertia wheel: = 2F ₂ r _D (N · m). 2F ₂ r ₀ : Locking torque at the ends of both springs. ^: Angular acceleration (rad), determined from the decay of the minimum operating speed to the idle speed.

The clearance between the spring and the shaft is determined: When the engine is idling, the sum of the rotation moment M _OT caused by the engine rotation unevenness coefficient S and the resistance moment M _ZD of the inertia wheel relative to a certain medium is less than the spring torsion combination (the angle is β) The stress moment M _{T at time} , gp _: Mc _D + M _ZD <M _T. M ^ -1 ω ^ δ (Nm). " _D: average angular velocity at idle ^, δ = ^^; o _max , c _min : maximum angular velocity and minimum angular velocity of the engine at idle. The resistance moment of the inertia wheel at idle is described in each embodiment. The radius of the shaft body : R ² = ¾, where r _1: spring inner radius (m), n _: number of single spring turns,

^57. „<^ <^ (Degrees). Spring stiffness: = 3¾ (NM /), where d: diameter of spring wire (m), E: elastic modulus of spring material (Pa / m ² ).

Generator rotor control scheme: In Figure 11 of the clutch longitudinal section: Reference numeral 4 represents the stator; 5 represents the rotor. This solution adopts the form of a carbon brushless induction sub-alternator, which can avoid affecting the normal operation of the clutch due to maintenance of the carbon brush. The loose side pinning torque to ensure the clutch operates at the lowest uniform speed is guaranteed by the generator's lowest electromagnetic power, whose power is: = _{υ / =} ^^ _(w ). Where F ₂ r. : (Nmm); U: output voltage (V); I: current (A). At n _rain speed, the generator sends the rated voltage and supplies power to the circuit to form a braking torque. In order to ensure the reliable operation of the clutch, an over-current relay J can be set in the circuit to ensure that the generator will run (break) at light load. Normally closed point, the alternative load R is switched on to ensure current consumption, as shown in Figure 2. The induced electromotive force of each tooth winding of the generator is: E =-^ (V) where: N turns, ΔΦ: magnetic flux change, Wb: 4) = BS, B: tooth magnetic flux density, Wb / m ² S: cross-sectional area (m ² ), S = bL, b: tooth width, L: stack thickness, △ t: winding induction time per tooth, _Δ = κ ^), M is 2, 3, 4 ······. The form of the generator is shown in Figures 6 and 7. The punching form is shown in Figure 10, and the number of teeth is 5M. The form of the stator is shown in Fig. 9 and the number of teeth is 10M-2M (minus the tooth position occupied by the field winding). The stator 8 teeth and 8 windings are an induction group under a pair of magnetic poles. The direction of the induced potential and the wiring diagram of the two field windings WB are shown in Figure 8. According to the circuit voltage and current requirements, the windings can be connected in series or in parallel. cK.13 ^ Find it. J: current density (A / mm ² ) '. Considering the utilization of the trunking and reducing the internal resistance, a two-wire parallel winding form should be adopted. Stator inner diameter: _D = ^ _{m) o} Stator: Tooth height = yoke height = l. Lb. Slot effective width = 0.65b. Stator outer diameter:

. Rotor: Tooth width = 1.3b. Tooth height = (1.8 ~ 2) 1). Air gap magnetic potential FS = 1.6B _s Ak (AN). Β _δ: Air gap magnetic flux density, (Gauss / cm ² ). δ: Air gap 0.025 ~ 0.03 (cm), K: 1.5 ~ 2.3. Excitation current: Ι _Β = ψ. Number of turns: The calculation of wire diameter is the same as above. At the idle speed of the clutch, the stator winding induced electromotive force is low, which is much smaller than the battery terminal voltage. There is no output current and it does not constitute electromagnetic torque. In the composition of the total torque received by the spring, the rotational moment Mc _D is mainly caused by the uneven rotation of the engine. The generator stator is fixed in the clutch housing and does not affect the connection of the gearbox to the housing. The voltage regulator used with the generator will not cause an impact on the clutch when it is working. Because the regulator can control the generator to have a large excitation current at low speeds, the generator will increase the output voltage, which is not inconsistent with this case. There are many schemes to control the loose side locking torque by using the rotor's electromagnetic relative to the stator or the magnetoelectric effect, and it is not limited to this.

Fan impeller control scheme: In the clutch longitudinal section, FIG. 12: Reference numeral 6 represents the blade Round. To ensure that the clutch runs at the lowest uniform speed, the minimum power of the impeller is:

/

. In the formula: _h = ^ _(mm H ₂ 0) ₀ ψ: 0.8 ~ 1.3. η: 0.5 to 0.7. r: air density

(kg / m ³ ) o G: 9. 81 c Impeller perimeter speed: U = ^ ml _S. Impeller inner diameter: D _3. ₆₃ / I _(w) , impeller outer diameter:

. K: 0.4 ~ 0.9 (small value for high wind pressure), blade: high; ζ = ^. Spacing; t = Z. Quantity; N = hand. Width: b = —— ¾ = r ^ r (w). In the formula, ⁵ ·· blade thickness (m). Air entry speed- _Ci = police. S: cross section of air inlet (m ² ). Φ coefficient 0.3 ~ 0.5. Impeller inner diameter circle speed:

The impellers are better with forward blades. At low speeds, they have higher pressure heads and larger displacements than other types of blades. The drag torque is correspondingly larger. The form of the impeller is shown in Figures 15 and 16. When the clutch is idling, in addition to the rotating torque Mc _B , the total torque received by the spring is also the resistance torque formed by the impeller performing work relative to air rotation:

. n _D: idle speed.

Fuel tanker control scheme: In the clutch longitudinal section in FIG. 13: Reference numeral 7 represents a fuel tanker. The loose side locking torque M _z = 2F _2r kg. O to ensure the clutch operates at the lowest uniform speed. The resistance moment of the tanker M _p = Fr _p . That is, Fr _p = 2F ₂ r ₀ . = 2 ^ o. _X9 . _8j (N) ... (i) =. = Word ... (2). (1), (2) Simultaneous, r ₀ dt

^ ₌ 2 ₂ r _o x9.8 2 ₂ r x9.8 _β ) _{: The} impeller discharges the arch-shaped volume p dt r ^p άω

p ^r n ―

p dt

the amount. F: total force of the oil tanker at 1 " _2. r _p: oil tanker is immersed in oil according to the arc length, average radius, r _p = 0.75r ₂ (m). Oil tanker width: 6 = ^). Oil immersion Partial arcuate surface Product: S = 0.614r ₂ ² . r _2: outer diameter of oil tanker. p: oil density (kg / m ³ ), r _1: inner diameter of oil tanker.丄 2. : Oil is made up of ω. Angular acceleration increased to n _min .

η at dt = — {S), the number of blades is 6 ~ 10. In closed operation, μ value is between 0.1 ~ 0.13,

The form of the "min" tanker is shown in Figures 17 and 18.

When the clutch is idling, calculate the rotation moment M _{QD of the fueler} : 1 = m _G \ ² + _O ² , drag torque: M _1D = Fr = 0.345 / 7 br ₂ ⁴ ^ (Nm) _0- ^: oil By at at

ω. To ω. Angular acceleration.

The braking control scheme using a centrifugal force component: In the clutch longitudinal section, FIG. 14: Reference numeral 8 represents a centrifugal block, 9 represents a brake drum, 10 represents a leaf spring, and 11 represents a cross wheel. Loosening torque at the lowest uniform speed: M _z = 2F ₂ F. kgm). Centrifugal friction force: F _t = Q w. Tangential moment: M = F _tri = Q y _ri , ie SF ^ -Q yr ^

Q = ^ radius of friction surface of centrifugal block. r _2: center of mass of the centrifuge block. z: the number of centrifugal blocks is 3 ~ 4, the pressure of the leaf spring is: P =. The centrifugal block is pressed between the cross gear neutral by a plate spring, and the brake drum is fixed on the rear surface of the shaft body. The cross wheel, the centrifugal block, and the outer diameter leave a gap of about 0.5mm between the inner diameter of the brake drum. The form of the cross wheel, the centrifugal block, the brake drum, and the leaf spring are as shown in FIGS. 19 to 24. The braking is performed by the centrifugal force component, and the form is not limited to this. The centrifugal component can also control the axially acting plate, disc, and the like. When the clutch is idling, only the rotation moment M _{∞ is the} total torque received by the spring.

The automatic clutch of the present invention also has the performance of overrunning the clutch. If it meets the requirements of dynamic braking, a ratchet wheel 12 and a pawl 13 may be provided on the front end of the shaft body (see FIG. 30). Position of ratchet shaft, pawl, pawl spring and pawl on flywheel As shown in Figure 25 ~ 29.

Ratchet modulus: m. Torque to ratchet (Nmm),

Z: Number of teeth 16 ~ 30, Ψ: Tooth shape coefficient 1 ~ 2, [o _F ] _: Allowable bending stress of material (N / mm ² ), outer diameter: D = mz, tooth width: b = m¾r, tooth height h = 0.75m, length of pawl: 1 = 2P, weekly section: P = it _m , dangerous section of pawl: S = (1.8 ~ 2m) ² .

Claims

Rights request

1. An automatic clutch for engine power transmission, comprising:

A hollow sheath (1), the head of the sheath is fixedly connected to the input end of the power transmission;

A spring part (2) installed in the sheath (1), the head end of the spring part is fixedly connected with the input end of the power transmission, and the outer diameter of the spring part and the inner diameter of the sheath are matched with each other;

An inertia wheel, the end of the spring member (2) is connected to the inertia wheel;

A shaft body (3) installed inside the spring member (2), one end of the shaft body is connected with the output end of the power transmission;

Wherein, when the clutch is in a disengaged state, a radial gap is left between the inner diameter of the spring member (2) and the outer diameter of the shaft body (3). When the clutch is in a coupled state, through the action of the inertia wheel, The radial clearance is eliminated, and the spring member (2) and the shaft body (3) are locked together to transmit power.

2. The automatic clutch according to claim 1, characterized in that: the inertia wheel is a rotor (5) which is electromagnetically opposed to the stator (4).

3. The automatic clutch according to claim 1, characterized in that: the inertia wheel is an impeller (6) rotating relative to air.

4. The automatic clutch according to claim 1, characterized in that: the inertia wheel is a pump wheel (7) rotating relative to oil.

5. The automatic clutch according to claim 1, wherein the inertia wheel is a friction wheel equipped with a centrifugal member (8).