WO2021217837A1

WO2021217837A1 - Structure for reducing friction of disengaged friction plate in brake or clutch during operations

Info

Publication number: WO2021217837A1
Application number: PCT/CN2020/097405
Authority: WO
Inventors: 胡世璇
Original assignee: 意宁液压股份有限公司
Priority date: 2020-04-29
Filing date: 2020-06-22
Publication date: 2021-11-04
Also published as: CN111550508A

Abstract

A structure for reducing friction of a disengaged friction plate in a brake or a clutch during operations comprises a housing (2), a spline gear (1), static friction plates (8), dynamic friction plates (9), and a spring (4). N holes are provided at the static friction plates (8) near an outer circumference thereof, and the holes are provided with respective positioning shafts a (12). A spring (10) is provided between two adjacent static friction plates (8). The N positioning shafts a (12) have one end or two ends fixed to a stop plate (13) secured to the housing (2). M holes are provided at the dynamic friction plates (9) at an outer circumference thereof near the spline gear (1), and the holes are provided with respective positioning shafts b (7). M springs (10) are provided between adjacent dynamic friction plates (9). The M positioning shafts b (7) have two ends fixed to a stop plate a (6) and a stop plate b (11), respectively. A left and right shaft stopper (5) on the spline gear (1) are used to position the stop plate a (6) and the stop plate b (11), respectively. The structure for reducing friction solves the problem of excessive heat generation by brakes or clutches during operation, and improves the service life of brake or clutch friction plates by ten times or more.

Description

The structure used to reduce friction when the friction plate in the brake or clutch is disengaged during operation

Technical field

The present invention relates to the technical field of mechanical equipment, in particular to a structure for reducing friction when the friction plate in a brake or a clutch is disengaged during operation.

Background technique

Multi-disc hydraulic electromagnetic brakes or clutches are widely used in various mechanical equipment. There are no less than hundreds of millions of equipment using this component in the world. How to reduce the friction of this component during operation, thereby reducing energy consumption , Heat generation and emission, and to further increase the life of the friction plate is of great significance. Even if the energy consumption of each product is reduced by 1KW, for hundreds of millions of equipment, the energy consumption will be reduced by hundreds of millions of KW, and due to the reduction in friction, the service life of the friction lining is greatly improved, even during the entire operation of the equipment. During the life, there is no need to replace the friction lining, which is originally a wearing part, which will greatly save raw materials and energy consumption. Therefore, this is an extremely important task.

Listed in Figure 1-1 and Figure 1-2 is the structure of existing multi-disc brakes at home and abroad. It can be seen from Figure 1-1 and Figure 1-2 that the brake is a normally closed multi-disc hydraulic brake. It is a necessary hydraulic brake in the planetary reducer widely used at home and abroad. Small winches (winches) are widely used. When the winch is lifted, the static friction plate and the dynamic friction plate release the compression force to realize the disengagement. However, during the relative operation of the static and dynamic friction plates, the friction plates between them are caused by no external force. To achieve true separation, under the adhesion of hydraulic oil, the dynamic and static friction plates are still constantly colliding and rubbing. Especially when the number of slices is large and the rotation speed is high, a lot of power is consumed in this place, and the high temperature exceeding the allowable local occurrence is caused, which makes the equipment unable to operate normally.

Figure 2 shows the structure of a clutch component in an existing automobile. The reducer in the device is a two-stage planetary transmission. The two-stage transmission ratio can be switched at will by hydraulic control through the structure of the double clutch. One of them is a normally open clutch, which controls the first-stage planetary transmission; the other is a normally-closed clutch, which controls the second-stage planetary transmission. The two clutches are controlled by the same oil circuit. When the high pressure oil of the control port is connected, the normally open clutch is closed, the normally closed clutch is disengaged, and the reducer is the first-stage transmission ratio; when the control port is connected to the oil tank, the normally open clutch is disengaged and normally closed The type clutch is closed and the reducer is switched to the second gear ratio. In this structure, when they are in the disengaged state of the clutch, its external static friction plate is pushed away by spring force, but there is no spring force at the dynamic friction plate. Therefore, the dynamic friction plate is still in a disordered state. It is entirely possible that the less-moving friction plate still collides and frictions with the static friction plate. We have conducted experiments with this structure and found that after the reel clutch adopts this structure, when the reel is pulled by an external force under no load, its resistance is higher than that of the static and dynamic friction plates. The structure opened by the spring has been reduced, from about 100Kg to about 60～70Kg. Tests have proved that the existing structure only partially reduces the friction loss, but does not completely eliminate the frictional resistance, frictional heating and life problems. .

In view of the above-mentioned problems existing in the existing brakes and clutches, the solution in the present invention is proposed.

Summary of the invention

The purpose of the present invention is to provide a structure for reducing friction when the friction plate in the brake or clutch is disengaged during operation. And the service life of the friction plate at the clutch.

In order to achieve the above objectives, the present invention provides the following solutions: The present invention provides a structure for reducing friction when the friction plate in a brake or clutch is disengaged during operation, including a housing, a spline gear, a static friction plate, a dynamic friction plate, and a positioning shaft , Baffles and springs,

N holes are arranged near the outer ring on each static friction plate connected to the housing, a positioning shaft a is arranged in each hole, and N springs are arranged between every two adjacent static friction plates, and the spring sleeve Set on the positioning shaft a, one or both ends of the N positioning shafts a are fixed on the baffle fastened to the housing;

M holes are arranged on each dynamic friction plate connected with the spline gear near the outer circle of the spline gear, a positioning shaft b is arranged in each hole, and M springs are arranged between every two adjacent dynamic friction plates , The spring is sleeved on the positioning shaft b, and the two ends of the M positioning shafts are respectively fixed on the baffle a and baffle b; b Perform positioning.

Preferably, when the friction reduction structure is applied to the brake when the friction plate is disengaged in operation, the housing is a brake housing, and the specifications of the N springs between the static friction plates and the M springs between the dynamic friction plates are the same.

Preferably, when the structure for reducing friction when the friction plate is disengaged and operating is applied to the brake, one side of the housing is provided with a bearing for positioning the spline gear.

Preferably, when the friction reduction structure is applied to the clutch when the friction plate is disengaged during operation, the clutch is a double clutch including a normally open clutch assembly and a normally closed clutch assembly, in the normally open clutch assembly and the normally closed clutch assembly Both are equipped with a structure to reduce friction when the friction plate is disengaged during operation.

Preferably, the piston of the normally open clutch assembly is provided with a piston push-open spring, and the total spring force of the piston push-open spring is greater than the friction force when the piston of the normally open clutch assembly is disengaged and the total adsorption force between the friction plates.

Preferably, when the friction reduction structure is applied to the clutch when the friction plate is disengaged in operation, the housing is a normally open clutch housing or a normally closed clutch housing, and the N springs between the static friction plates and the dynamic friction plates The specifications of the M springs are all the same.

Preferably, the number of N is 2, 3, 4, 5, 6, 7, or 8, and the number of M is 2, 3, 4, 5, 6, 7 or 8.

Compared with the prior art, the present invention has achieved the following technical effects:

The structure of the present invention for reducing friction when the friction plate in the brake or clutch is disengaged during operation, not only solves the problem of excessive heat generation during the operation of the brake or clutch, but also increases the friction between the brake and the clutch by several tens of times The service life of the film. And due to the reduction of friction, the service life of the friction lining is greatly improved, and there is no need to replace the friction lining, which is originally a wearing part, during the entire life of the equipment operation, which will greatly save raw materials and energy consumption.

Description of the drawings

In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following will briefly introduce the drawings that need to be used in the embodiments. Obviously, the drawings in the following description are only some of the present invention. Embodiments, for those of ordinary skill in the art, without creative work, other drawings can be obtained based on these drawings.

In Figure 1, Figure 1-1 is a structural diagram of the existing brake; Figure 1-2 is a partial diagram of the existing brake;

In Figure 2, Figure 2-1 is a structural diagram of an existing vehicle clutch; Figure 2-2 is a partial view of an existing vehicle clutch;

Figure 3 is a structural diagram of a brake applying the present invention;

Figure 4 is a partial view of the brake applying the present invention;

In Fig. 5, Fig. 5-1 is a structural diagram of a clutch applying the present invention; Fig. 5-2 is a partial diagram of a brake applying the present invention;

Among them, 1. Spline gear; 2. Housing; 3. Piston; 4. Spring; 5. Shaft block; 6. Baffle a; 7. Positioning shaft b; 8. Static friction plate; 9. Dynamic friction plate; 10. Small spring; 11. Baffle b; 12. Positioning shaft a; 13. Friction plate baffle; 14. Bearing; 15. Piston push-open spring; 16. Hydraulic motor; 17. Brake; 18. Reducer; 19. Spring Baffle plate; 20. Brake piston; 21. Input shaft; 22. Normally open clutch assembly; 23. Reducer inner gear ring; 24. Normally closed clutch assembly; 25 Reducer output flange shaft; 26. Friction plate positioning Spring; 27. Positioning small shaft; 28. Cylinder baffle; 29. Clutch piston; 30. Brake spring.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

In order to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

As shown in Figs. 3-5, this embodiment provides a structure for reducing friction when the friction plate in a brake or clutch is disengaged during operation.

Example one

Figures 3 and 4 show the application of the inventive structure in the brake of the large main winch in the working condition of the continuous dynamic compaction machine. N small holes are provided near the outer ring of each static friction plate 8 connected to the brake housing 2 of the outer ring of the brake. N can be 2.3.4.5.6.7.8, etc., and N small holes are provided in these small holes Positioning shaft a 7, and the same N small springs 10 are arranged between every two static friction plates 8. The positioning shaft a 7 should generally be fixed at one or both ends to the two end baffles fastened to the outer ring Among the N holes on the upper part, the two-end baffles are used to position the positioning pin U a 7 in the clutch radially and axially. Each dynamic friction plate 9 connected to the brake spline gear 1 is also provided with M small holes near the outer circle of the spline gear 1, and M can be 2.3.4.5.6.7.8, etc., and these small holes are provided M positioning shafts b 12, and the same M small springs 10 are arranged between every two moving friction plates 9, and both ends of the positioning shaft b 12 are fixed to the M holes of the baffle a 6 and the baffle b 11 Among them, the baffle a 6 and the baffle b 11 are both positioned by the shaft stop 5 for positioning the positioning shaft b 11 in the radial and axial directions.

When the brake is opened, the compression and release distances of the small spring 10 on the static friction plate 8 of the outer ring and the small spring 10 on the dynamic friction plate 9 of the inner ring may be the same or different, depending on the compression and friction of the small spring 10 The thickness of the slice. The design requires that the forces of the small springs 10 between the static friction plates 8 and the dynamic friction plates 9 are balanced with each other in the disengaged state. This requires ensuring that the static friction plates 8 are in the disengaged state. The distance between the N small springs 10 is the same, and the force of each small spring 10 is equal to ensure that each static friction plate 8 is evenly released. In the same way, it is required that the disengagement distance of the M small springs 10 between every two dynamic friction plates 9 is the same, and the force of each small spring 10 is equal to ensure that each dynamic friction plate 9 is uniformly disengaged. In order to meet this requirement, it is necessary to position the spline gear 1 with the bearing 14 so that the spline gear 1 of the inner ring and the brake housing 2 of the outer ring are fixed in relative position, and then pass the left and right shaft stops 5 on the spline gear 1 The baffle a 6 and the baffle b 11 are positioned so as to accurately control the disengagement distance of the M small springs 10 between each friction plate 9 to be the same.

For normally closed brakes, when the brake control cylinder is unloaded, under the action of the K compression large springs 4, the end surface of the piston 3 of the control cylinder is pressed on the static (or dynamic) friction plate, and the dynamic and static friction plates are both by the large spring. Compressed by 4 force, all the small springs 10 between the friction plates are compressed to the shortest state at this time, and the friction between the dynamic and static friction plates due to the pressing force of the large spring 4 can realize the braking of the brake. When the dynamic and clutch are closed, when the transmitted load torque is less than the total friction torque between the dynamic and static friction plates, there will be no relative sliding between the dynamic and static friction plates of the brake or clutch; on the contrary, when the load torque is greater than the maximum friction torque, the dynamic and static friction There will be relative sliding between the slices to achieve overload protection, but the above situation does not allow a long time, especially in the dry state, otherwise damage accidents will occur.

Example two

Figure 5 shows the application of the structure of the present invention in a vehicle clutch, and its design principle is the same as that of the normally open brakes in Figures 3 and 4. In this embodiment, in order to enable the normally open clutch C to be disengaged quickly, the structure is provided with a piston push-open spring 15 on the normally open clutch piston 3. The function of the piston push-open spring 15 is to overcome the disengagement of the clutch piston 3. The friction force during opening, the total spring force of the piston pushing spring 15 must be greater than the friction force when the clutch piston 3 is disengaged and the total adsorption force between the friction plates, which can ensure that the friction plates can be quickly disengaged during the clutch. This structure reduces friction loss and ensures the efficient operation of the clutch.

When the pressure oil enters the control cylinder, the piston 3 is under the action of oil pressure. When the oil pressure is greater than the total pressing force of the K large springs 4, the piston 3 will further compress the K springs 4, and make the original pressure with the friction plate. The end face of the tight piston 3 is separated from the friction plate H distance. At this time, each friction plate between the dynamic and static friction plates is quickly disengaged under the compression force of each small spring 10. When the number is A, the disengagement distance between the plates is H/2A. The dynamic and static friction plates of each group are quickly disengaged due to the force of the small spring 10, which greatly reduces the brake starting or the clutch disengagement process. The friction loss and heat generation between the dynamic and static friction plates depends on the total force of the N small springs 10 and the inertia of the friction plates. The greater the total force of the small springs 10, the smaller the friction plate inertia, the faster the disengagement will be. The smaller the heat loss.

In the existing various brakes and clutches, after disengagement, although the control piston of the brake or clutch leaves the friction plate, although the pressing force between the dynamic and static friction plates is eliminated, it is still in a disordered state, especially In wet conditions, there is a suction force between the dynamic and static friction plates. At this time, friction torque is generated due to mutual rotation. This torque causes friction loss and heat generation, and causes wear, which affects the reliability and life of the work. This has been proved by our experiments. The loss of mechanical efficiency can reach about 1%. This is a considerable energy consumption for high-power products that work for a long time. This also causes the friction plates in all brakes and clutches to be regular Maintenance and replacement, and the implementation of the present invention can completely solve the above-mentioned energy consumption, heat generation and life problems. The design test proves that there is no friction between the dynamic and static friction plates of the present invention when they are disengaged, so that they can be used for various machines. There is no need for maintenance and replacement, and the friction plate can still be used even after the machine itself is scrapped. This is of great economic and social significance for hundreds of millions of sets of equipment in the world.

In the present invention, specific examples are used to illustrate the principle and implementation of the present invention. The description of the above examples is only used to help understand the method and core idea of the present invention; at the same time, for those of ordinary skill in the art, according to this The idea of the invention will change in the specific implementation and the scope of application. In summary, the content of this specification should not be construed as a limitation of the present invention.

Claims

The structure used to reduce friction when the friction plate in the brake or clutch is disengaged during operation. It is characterized by: including a housing, a spline gear, a static friction plate, a dynamic friction plate, a positioning shaft, a baffle plate and a spring,

N holes are arranged near the outer ring on each static friction plate connected to the housing, a positioning shaft a is arranged in each hole, and N springs are arranged between every two adjacent static friction plates, and the spring sleeve Set on the positioning shaft a, one or both ends of the N positioning shafts a are fixed on the baffle fastened to the housing;

M holes are arranged on each dynamic friction plate connected with the spline gear near the outer circle of the spline gear, a positioning shaft b is arranged in each hole, and M springs are arranged between every two adjacent dynamic friction plates , The spring is sleeved on the positioning shaft b, and the two ends of the M positioning shafts are respectively fixed on the baffle a and baffle b; b Perform positioning.
The structure for reducing friction when the friction lining in a brake or clutch is disengaged and operating according to claim 1, characterized in that: when the friction reduction structure is applied to the brake when the friction lining is disengaged, the housing is a brake housing, and the static friction The specifications of the N springs between the plates and the M springs between the dynamic friction plates are the same.
The structure for reducing friction when the friction lining in a brake or clutch is disengaged in operation according to claim 1, characterized in that: when the friction reduction structure is applied to the brake when the friction lining is disengaged in operation, a structure for reducing friction is provided on one side of the housing. Bearings for positioning spline gears.
The structure for reducing friction when the friction plate in a brake or clutch is disengaged in operation according to claim 1, wherein the structure for reducing friction when the friction disc is disengaged in operation is applied to a clutch, and the clutch includes a normally open clutch The dual clutch of the assembly and the normally closed clutch assembly, both the normally open clutch assembly and the normally closed clutch assembly are provided with a structure that reduces friction when the friction plate is disengaged during operation.
The structure for reducing friction when the friction plate in the brake or clutch is disengaged in operation according to claim 4, characterized in that: the piston of the normally open clutch assembly is provided with a piston push-open spring, and the total spring force of the piston push-open spring is greater than The friction force when the piston of the normally open clutch assembly is disengaged and the total adsorption force between the friction plates.
The structure for reducing friction when the friction plate in a brake or clutch is disengaged in operation according to claim 4, characterized in that: when the friction reduction structure is applied to the clutch when the friction plate is disengaged in operation, the housing is a normally open clutch housing The specifications of the body or normally closed clutch housing, the N springs between the static friction plates and the M springs between the dynamic friction plates are all the same.
The structure for reducing friction when the friction plate in a brake or clutch is disengaged during operation according to claim 1, wherein the number of N is 2, 3, 4, 5, 6, 7, or 8, and the number of M is 2, 3, 4, 5, 6, 7, or 8.