WO2014108013A1 - 一种离合器接力装置 - Google Patents

一种离合器接力装置 Download PDF

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Publication number
WO2014108013A1
WO2014108013A1 PCT/CN2013/089216 CN2013089216W WO2014108013A1 WO 2014108013 A1 WO2014108013 A1 WO 2014108013A1 CN 2013089216 W CN2013089216 W CN 2013089216W WO 2014108013 A1 WO2014108013 A1 WO 2014108013A1
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WO
WIPO (PCT)
Prior art keywords
gear
drive shaft
rack
spring
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2013/089216
Other languages
English (en)
French (fr)
Inventor
李建奇
杨仲元
吴明
金青
谢亮
唐兴贵
张鑫
李钧
王燕
刘慧芳
孙福江
缪岭
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China Nuclear Power Engineering Co Ltd
Original Assignee
China Nuclear Power Engineering Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by China Nuclear Power Engineering Co Ltd filed Critical China Nuclear Power Engineering Co Ltd
Priority to GB1512036.3A priority Critical patent/GB2536512B/en
Publication of WO2014108013A1 publication Critical patent/WO2014108013A1/zh
Anticipated expiration legal-status Critical
Priority to ZA2015/05782A priority patent/ZA201505782B/en
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
    • F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
    • F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
    • F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
    • F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack
    • F16H2019/046—Facilitating the engagement or stopping of racks

Definitions

  • the present invention relates to the field of dual drive relays, and in particular to a special clutch relay device in a fuel transfer device. Background technique
  • the reactor shutdown refueling operation requires reciprocating transportation of new/spent fuel assemblies between the reactor building and the fuel plant.
  • the transportation path needs to carry the fuel assembly through the fuel transfer channel from a plant. Transport to another plant. Due to the design of the double-layer containment, the length of the fuel transfer channel has been greatly increased compared with the second-generation and second-generation improved nuclear power plants. The lengthening of the transport path puts higher demands on the transmission system of the fuel transfer device. .
  • a clutch relay device includes a drive shaft, a gear is disposed on the drive shaft, a spring box is disposed laterally of the gear, a planar scroll spring is disposed between the drive shaft and the spring case, and an inner end of the planar scroll spring is wound On the drive shaft, the outer end is connected to the spring case.
  • the gear is coupled to the rolling bearing of the drive shaft through the connecting sleeve.
  • the drive shaft and the gear are cooperatively driven by the shaft key on the drive shaft and the internal teeth of the gear.
  • the external teeth of the gear mesh with the rack of the transport carriage.
  • a clutch relay device as described above, wherein the planar scroll spring is hinged in the drive shaft by a pin.
  • the utility model has the beneficial effects that: the driving shaft of the clutch relay device of the invention is connected with the internal teeth of the gear by a certain relative position through the shaft key, and the relative angle of the driving shaft and the gear is used to achieve the equivalent two-way clutch effect.
  • the planar scroll spring makes the tooth contact into the meshing moment into a flexible impact, and the combination of the reset ensures reliable smoothness of the meshing process.
  • the relay drive process is solved.
  • Figure 1 is a front elevational view showing the structure of a clutch relay device of the present invention
  • Figure 2 is a side view showing the structure of a clutch relay device of the present invention
  • FIG. 3 is a schematic view showing the position of the shaft key and the gear internal teeth when the plane scroll spring rotates clockwise;
  • FIG. 4 is a schematic view showing the position of the shaft key and the gear internal teeth when the plane scroll spring rotates counterclockwise;
  • FIG. 5 is the clutch relay in the embodiment. a front view of the lower transmission mechanism of the device mounted to the fuel transfer device;
  • Figure 6 is a plan view of Figure 5;
  • Figure 7 is a cross-sectional view of Figure 5;
  • FIG. 8 is a schematic view of the embodiment before the rack is in contact with the other side gear during the double drive relay process using the clutch relay device of the present invention
  • Figure 9 and Figure 10 are schematic illustrations of two extreme positions where the rack is in contact with the gear at the moment of contact;
  • Figure 1 is a schematic view of the position in the embodiment to avoid the engagement dead zone. detailed description
  • 1 and 2 respectively show a front view and a side view of a clutch relay device of the present invention, the clutch relay device mainly comprising a gear 1, a spring case 2, a drive shaft 3, a planar scroll spring 4 and a shaft key 5
  • the gear 1 is disposed on the drive shaft 3, the gear 1 is laterally provided with a spring case 2, and between the drive shaft 3 and the spring case 2 is provided a planar scroll spring 4, and the inner end of the planar scroll spring 4 is wound around the drive shaft 3, the outer end is connected to the spring case 2.
  • the drive shaft 3 and the gear 1 are driven by the shaft key 5 on the drive shaft and the internal teeth 6 of the gear 1 , and the gear 1 is coupled to the rolling shaft through the connecting sleeve.
  • the rolling bearing is mounted on the drive shaft 3, and the gear 1 meshes with the rack on the transport trolley to drive the cart forward and backward.
  • the planar scroll spring 4 maintains a pre-tightening force under no-load condition, and adjusts the pre-tightening force of the scroll spring and the elastic force of the limit position by the control of the mounting angle of the spring box and the gear, so that the gear can be restored to the original position. And to ensure the reliability of the reset.
  • the position of the motor drive shaft can be controlled by the electronic control system, so that the gear is reset within a target angle range when the gear is unloaded, and the meshing of the gear and the rack does not cause a dead point within the angular range.
  • the planar scroll spring 4 is hinged in the drive shaft by means of a pin, and the fixed mode is reliable.
  • the drive shaft 3 is connected to the internal teeth of the gear 1 at a certain relative position by the shaft key 5, and the relative angle of the drive shaft 3 and the gear 1 is used to achieve the equivalent two-way clutch effect, and the gear rack is prevented from entering the mesh.
  • the collision and interference problems caused by the disengagement and the unsynchronization of the two motors ensure the smooth progress of the relay process.
  • the planar scroll spring 4 can drive the gear 1 to reset after no-load, and prepare the initial position for the next gear rack to enter the mesh. If the planar scroll spring 4 rotates clockwise, the force provided by the spring to the internal gear of the gear will be counterclockwise. In the no-load state, the internal tooth 6 will be in the clockwise direction of the shaft key 5, as shown in FIG. Show.
  • the clutch provides an overrunning space in both clockwise and counterclockwise directions.
  • the amount of overrunning space on the sides of the clutch is determined by the relative position of the shaft key 5 (shaft teeth) and the internal teeth 6 (tooth teeth).
  • the clutch relay device is mounted on the lower transmission mechanism of the fuel transfer device (installed separately on both sides of the reactor building and the fuel plant), as shown in FIG. 5, FIG. 6 and FIG. 7, the transmission mechanism is coupled through the coupling,
  • the bevel gear and the drive shaft 3 transmit the torque of the motor, and the gear 1 is seated on the rolling bearing of the drive shaft 3 through the connecting sleeve, and the gear 1 meshes with the rack on the transport trolley to drive
  • the car advances and retreats.
  • the rack is driven by a gear, and only when the transport car is about to pass through the fuel transfer channel (bidirectional), there is a case where one rack is in contact with both gears at the same time.
  • the operation of the drive transfer device of the clutch relay device can be basically divided into four states, as follows:
  • the idle gear when the rack is in contact with the left gear, the idle gear can be controlled by controlling the stop angle of the drive shaft (the left gear in this embodiment)
  • the stop angle allows the idler gear to remain in the set position shown in Figure 4, so that the contact between the gear teeth and the rack avoids the engagement dead zone.
  • the gears in Figs. 9 and 10 are every 24 degrees. With 21. 13.
  • the non-engaged dead angle, 2. 87° meshing dead angle the deviation of the gear stop position from the set position is not to exceed ⁇ 10.565. , can successfully avoid the engagement dead zone.
  • the clutch relay device provides a total of 290 in the clockwise and counterclockwise directions.
  • the left drive shaft After entering the double drive process, the left drive shaft starts to rotate counterclockwise, and the rotation speed is higher than the right drive shaft.
  • the right drive shaft is driven to drive the right gear, the right gear drive rack, and the rack drive.
  • the counterclockwise override of the left clutch is reduced until it becomes zero.
  • the drive state is switched, ie:
  • the right drive shaft drives the right gear, the right gear drive rack, the rack drive left gear ⁇ the left drive shaft drives the left gear, the left gear drives the rack, the rack drives the right gear;
  • the left gear is driven by the rack drive to the left gear drive.
  • the left drive shaft is driven to drive the left gear, the left gear drive rack, and the rack drive right gear.
  • the inverse of the right clutch is continuously increased by 0°, and the page is continuously reduced by 290° until the rack is disengaged from the right gear.
  • the right drive shaft When the rack is disengaged from the right gear, the right drive shaft continues to rotate and stops after setting the position. During this process, due to the force of the scroll spring, the gear will rotate counterclockwise with respect to the drive shaft. Into a reset. When the drive shaft is at rest, the reset clutch is ready for re-engagement of the rack from left to right.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Gear Transmission (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

一种离合器接力装置，该装置包括驱动轴（3），驱动轴（3）上设有齿轮（1），齿轮（1）的侧向设有弹簧盒（2），驱动轴（3）与弹簧盒（2）之间设有平面蜗卷弹簧（4），平面蜗卷弹簧（4）的内端缠绕于驱动轴（3）上，外端与弹簧盒（2）连接。该装置通过驱动轴（3）与齿轮（1）相对角度的变化，实现了双向离合器的效果，解决了齿轮齿条进入啮合、脱离啮合及双电机不同步造成的碰撞及干涉问题，保证了接力过程的平稳运行。平面蜗卷弹簧（4）可以在一定范围内实现超越，提供一定范围的超越空间，并在空载状态下保持有预紧力，能够使齿轮恢复原位。

Description

一种离合器接力装置
技术领域
本发明涉及双驱动接力领域， 具体涉及燃料转运装置中的一种特种离合 器接力装置。 背景技术
在压水堆核电站运行期间，反应堆停堆换料操作过程需要将新 /乏燃料组 件在反应堆厂房和燃料厂房之间往复运输， 运输的路径中需要携带燃料组件 穿过燃料转运通道， 从一个厂房运输到另一个厂房。 三代核电站由于双层安 全壳的设计， 燃料转运通道的长度与二代以及二代改进型核电站相比有了很 大的增加， 运输路径的加长对燃料转运装置的传动系统提出了更高的要求。
在实现上述运输核燃料组件的过程中， 发明人发现现有技术中至少存在 ：¾口下问题：
选择双齿轮单齿条式接力驱动， 需要解决齿轮齿条进入啮合瞬间的刚性 沖击问题， 否则会发生撞齿使设备受损。
选择双齿轮单齿条式接力驱动， 还需要解决齿轮齿条进入双驱动状态之 后， 由于双驱动不同步造成的追齿问题以及尾齿脱离问题。
由于燃料转运装置在厂房的终端位置（ 即待倾翻位置）时实现倾翻架和 承载器的提升， 故必须严格保证小车位置的准确性和稳定性。 发明内容
针对现有技术中存在的缺陷， 本发明的目的在于提供一种离合器接力装 置， 保证双驱动接力过程的平稳进行。 为实现上述目的， 本发明采用的技术方案如下：
一种离合器接力装置， 该装置包括驱动轴， 驱动轴上设有齿轮， 齿轮的 侧向设有弹簧盒， 驱动轴与弹簧盒之间设有平面蜗卷弹簧， 平面蜗卷弹簧的 内端缠绕于驱动轴上， 外端与弹簧盒连接。 进一步， 如上所述的一种离合器接力装置， 齿轮通过连接套筒座于驱动 轴的滚动轴承上。 进一步， 如上所述的一种离合器接力装置， 驱动轴与齿轮通过驱动轴上 的轴键与齿轮的内齿相互配合传动。 再进一步， 如上所述的一种离合器接力装置， 齿轮的外齿与运输小车的 齿条相啮合。 更进一步， 如上所述的一种离合器接力装置， 通过销釘将平面蜗卷弹簧 铰接在驱动轴中。 本发明的有益效果在于： 本发明的离合器接力装置的驱动轴通过轴键与 齿轮的内齿在一定相对位置下发生连接，利用驱动轴与齿轮相对角度的变化， 达到等效的双向离合器的效果， 平面蜗卷弹簧使进入啮合瞬间的轮齿接触变 为柔性沖击， 并结合复位可靠地保证了进入啮合过程平稳顺畅， 同时通过控 制超越空间的大小和方向，解决了在接力驱动过程中由于齿轮齿条进入啮合、 脱离啮合以及双驱动不同步造成的碰撞和干涉问题， 保证了双驱动状态下接 力过程的平稳过渡， 接合状态稳定， 整体结构筒单， 便于加工和安装。 附图说明
图 1为本发明一种离合器接力装置的结构正视图；
图 2为本发明一种离合器接力装置的结构侧视图；
图 3为平面蜗卷弹簧顺时针旋转时轴键与齿轮内齿的位置示意图； 图 4为平面蜗卷弹簧逆时针旋转时轴键与齿轮内齿的位置示意图； 图 5为实施例中离合器接力装置安装在燃料转运装置的下部传动机构的 主视图；
图 6为图 5的俯视图；
图 7为图 5的剖面图；
图 8为实施例中利用本发明离合器接力装置进行双驱动接力过程中齿条 与另一侧齿轮接触前的示意图；
图 9和图 1 0为实施例中齿条与齿轮接触瞬间受力卡死的两个极限位置示 意图；
图 1 1为实施例中要避开啮合死区时的位置示意图。 具体实施方式
下面结合说明书附图与具体实施方式对本发明做进一步的详细说明。 图 1与图 2分别示出了本发明一种离合器接力装置的结构正视图和侧视 图， 该离合器接力装置主要包括齿轮 1、 弹簧盒 2、 驱动轴 3、 平面蜗卷弹簧 4和轴键 5 , 齿轮 1设置在驱动轴 3上， 齿轮 1的侧向设有弹簧盒 2, 驱动轴 3与弹簧盒 2之间设有平面蜗卷弹簧 4,平面蜗卷弹簧 4的内端缠绕于驱动轴 3上， 外端与弹簧盒 2连接。 本实施方式中驱动轴 3与齿轮 1依靠驱动轴上 的轴键 5与齿轮 1的内齿 6相互配合传动， 齿轮 1通过连接套筒座于滚动轴 承之上， 滚动轴承安装于驱动轴 3之上，齿轮 1与运输小车上的齿条相啮合， 驱动小车进退。 平面蜗卷弹簧 4在空载状态下保持有预紧力， 利用弹簧盒与 齿轮的安装角度的控制， 来调整蜗卷弹簧的预紧力与极限位置的弹性力， 能 够使齿轮恢复原位， 并保证复位的可靠性。 在工作过程中， 可利用电控系统 对电机传动轴位置的控制， 使齿轮空载时复位在一个目标角度范围内， 在该 角度范围内齿轮与齿条的啮合不会产生死点。 此外利用销釘将平面蜗卷弹簧 4铰接在驱动轴中， 固定方式筒单可靠。
驱动轴 3通过轴键 5与齿轮 1的内齿在一定相对位置下发生连接， 利用驱 动轴 3与齿轮 1相对角度的变化， 达到等效的双向离合器的效果， 解决了齿 轮齿条进入啮合、 脱离啮合以及双电机的不同步造成的碰撞和干涉问题， 保 证了接力过程的平稳进行。 平面蜗卷弹簧 4可以在空载后带动齿轮 1复位， 为下一次齿轮齿条进入啮合做好初始位置准备。 若平面蜗卷弹簧 4为顺时针 旋转， 则弹簧提供给齿轮内齿的力将为逆时针方向， 空载状态下， 内齿 6将 紧挨在轴键 5的顺时针方向，如图 3所示。若平面蜗卷弹簧 4为逆时针旋转， 则弹簧将提供给齿轮内齿的力将为顺时针方向， 空载状态下， 内齿 6将紧挨 在轴键 5的逆时针方向， 如图 4所示。 因此， 离合器提供顺时针、 逆时针两 个方向上的超越空间， 离合器在两侧具备的超越空间大小， 由轴键 5 (轴齿 牙） 与内齿 6 (轮齿牙） 的相对位置决定。 下面结合实施例对本发明的装置进行进一步的说明。
实施例
本实施例中将离合器接力装置安装于燃料转运装置的下部传动机构之上 (反应堆厂房和燃料厂房两侧分别安装） ， 如图 5、 图 6和图 7所示， 传动 机构经联轴器、 伞齿轮、 驱动轴 3将电机转矩传递下来， 齿轮 1通过连接套 筒座于驱动轴 3的滚动轴承之上， 齿轮 1与运输小车上的齿条相啮合， 驱动 小车进退。 在接力驱动过程中， 绝大部分情况下齿条是在一个齿轮的驱动下 运动， 只有在运输小车即将通过燃料转运通道（双向） 时， 才存在一根齿条 同时与两个齿轮接触的情况。 本实施例中， 离合器接力装置的驱动转运装置工作的过程可以基本上分 为四个状态， 具体如下：
( 1 ) 齿轮齿条接触瞬间 一侧驱动轴转动， 通过该侧齿轮驱动齿条前进， 至接触另一侧齿轮轮齿 的瞬间， 如图 8所示， 在运输小车通过燃料转运通道时， 右侧驱动轴转动， 通过该侧齿轮驱动齿条前进， 至接触左侧齿轮轮齿， 齿条需要同时与两侧的 齿轮接触。 齿轮齿条接触瞬间， 当接触作用力指向齿轮中心轴线时， 即出现 受力卡死现象，本实施例中受力卡死的两个极限位置如图 9和图 10所示： 图 9中轮齿右侧棱边接触情况， 图 10轮齿左侧棱边接触情况， 在齿条与左侧齿 轮接触时， 可通过控制驱动轴的停止角度来控制空载齿轮（本实施例为左齿 轮） 的停止角度， 使空载齿轮保持在图 4所示的设定位置， 即可使轮齿与齿 条的接触避开啮合死区。本实施例中图 9和图 10中齿轮每 24。 具备 21. 13。 的非啮合死角， 2. 87° 的啮合死角， 齿轮停止位置与设定位置的偏差只要不 超过 ± 10. 565。 ， 均可成功避开啮合死区。 ( 2 ) 进入完全啮合过程
当齿条和左侧齿轮的初始接触避开了啮合死区之后， 为了让二者进入良 好的啮合状态， 需要有一个自适应过程， 即齿条推动齿轮转动， 在此自适应 过程中， 要求仅左侧齿轮被驱动， 左侧齿轮内部的驱动轴静止。 齿条在右侧 齿轮的驱动下向左侧齿轮前进， 在接触后左侧齿轮将在齿条的带动下做逆时 针旋转，左侧离合器的平面蜗卷弹簧的超越空间保证了啮合过程的顺利进行。 本实施例中离合器接力装置提供顺时针、 逆时针方向上共计 290。 的超越空 间： 以轴齿牙 （轴键）作为基准点， 在逆时针方向上从轴齿牙到轮齿牙的夹 角为 , 即为离合器在逆时针方向上的超越空间， 如图 11所示。 在顺时 针方向上从轴齿牙到轮齿牙的夹角为 = 29°°― φ' , ψΜ即为离合器在顺时针 方向上的超越空间。
根据离合器的方向特性， 结合齿条的前进方向，选择合适的离合器设置， 提供相应方向的超越空间。选择左侧离合器的设置为：蜗卷弹簧逆时针旋转， m ― 9Q0o 空载的轮齿牙将紧贴在驱动轴的逆时针方向侧 （左侧） ， 此时， zyu ,
^« = 0° 。 当齿轮在齿条的带动下相对于空载时的位置旋转了 140。 时， 可视 为进入完全啮合状态， 此时左侧齿轮的驱动轴启动， 右侧的驱动轴依旧维持 原有转速， 进入双驱动状态。
( 3 ) 双驱动过程
进入双驱动过程后， 左侧驱动轴开始启动进行逆时针旋转， 转速高于右 侧驱动轴， 在此过程中， 保持右侧驱动轴驱动右侧齿轮、 右侧齿轮驱动齿条、 齿条驱动左侧齿轮， 左侧离合器的逆时针超越空间 减小， 直至变为 0。 在 一个短暂的过渡时间后， 由于左侧驱动轴转速高于右侧驱动轴转速， 完成驱 动状态的切换， 即：
右侧驱动轴驱动右侧齿轮、 右侧齿轮驱动齿条、 齿条驱动左侧齿轮 → 左侧驱动轴驱动左侧齿轮， 左侧齿轮驱动齿条， 齿条驱动右侧齿轮； 当左侧离合器的逆时针超越空间^变为 0时，左侧齿轮由齿条驱动转变 为左侧齿轮驱动。 之后过程中， 保持左侧驱动轴驱动左侧齿轮、 左侧齿轮驱 动齿条、 齿条驱动右侧齿轮的状态。 同时， 右侧离合器的 ^逆由 0° 不断增大， 页由 290° 不断减小， 直至齿条脱离右侧齿轮。
( 4 ) 齿条脱离齿轮 → 下一次准备进入啮合
当齿条脱离右侧齿轮后， 右侧驱动轴继续旋转， 至设定位置后停止。 在 此过程中， 由于蜗卷弹簧的作用力， 齿轮将相对于驱动轴做逆时针旋转， 完 成复位。 当驱动轴静止后， 复位后的离合器为齿条从左向右的再次啮合做好 准备。
发明的精神和范围。 这样， 倘若本发明的这些修改和变型属于本发明权利要 求及其同等技术的范围之内， 则本发明也意图包含这些改动和变型在内。

Claims

权 利 要 求
1.一种离合器接力装置， 其特征在于： 该装置包括驱动轴（3) , 驱动轴 ( 3 )上设有齿轮（ 1 ) , 齿轮（ 1 ) 的侧向设有弹簧盒（ 2 ) , 驱动轴（ 3 )与 弹簧盒（2)之间设有平面蜗卷弹簧（4) , 平面蜗卷弹簧（4) 的内端缠绕于 驱动轴 （3) 上， 外端与弹簧盒（2) 连接。
2. 如权利要求 1所述的一种离合器接力装置， 其特征在于： 齿轮（ 1 ) 通过连接套筒座于驱动轴 （3) 的滚动轴承上。
3. 如权利要求 1或 2所述的一种离合器接力装置， 其特征在于： 驱动轴 (3) 与齿轮（ 1 ) 通过驱动轴上的轴键（5) 与齿轮（1 ) 的内齿相互配合传 动。
4. 如权利要求 3所述的一种离合器接力装置， 其特征在于： 齿轮（ 1 ) 的外齿与运输小车的齿条相啮合。
5. 如权利要求 1所述的一种离合器接力装置， 其特征在于： 通过销釘将 平面蜗卷弹簧 （4)铰接在驱动轴 （3) 中。
PCT/CN2013/089216 2013-01-14 2013-12-12 一种离合器接力装置 Ceased WO2014108013A1 (zh)

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CN105927680B (zh) * 2016-06-08 2019-09-13 中国核电工程有限公司 一种单拉伸弹簧式离合器接力装置
CN108150563B (zh) * 2017-12-26 2019-06-18 吴增金 没有半离合过程的蜗卷离合器
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