阅读说明：本技术 一种齿轮箱用离合机构及齿轮传动电动机 (Clutch mechanism for gear box and gear transmission motor ) 是由 王伟庭 陈方颖 李�浩 于 2021-02-07 设计创作，主要内容包括：本发明公开了一种齿轮箱用离合机构及齿轮传动电动机。所述离合机构包括上旋转部件,其具有筒体部、形成在所述筒体部的上齿轮部；下旋转部件,其具有与所述筒体部的离合用周面在径向上弹性接触的多个弹性变形部；其中,所述弹性变形部与所述离合用周面之间相对设置有凹凸结构。相比现有传统离合摩擦机构采用整个圆周面的滑动摩擦力作为打滑保护的离合摩擦力输出,本发明通过在所述弹性变形部与所述离合用周面之间相对设置有凹凸结构使得所述弹性变形部与离合用周面之间的抵接更稳定可靠,实现整个离合机构的离合摩擦力输出更加稳定可靠,摩擦失效时间相对持久,解决了传统离合摩擦机构输出摩擦力不稳定且摩擦失效时间短的技术问题。(The invention discloses a clutch mechanism for a gear box and a gear transmission motor. The clutch mechanism includes an upper rotating member having a cylindrical body portion, an upper gear portion formed on the cylindrical body portion; a lower rotating member having a plurality of elastic deformation portions that elastically contact the clutch circumferential surface of the barrel portion in a radial direction; wherein, the elastic deformation part and the clutch circumferential surface are oppositely provided with a concave-convex structure. Compared with the traditional clutch friction mechanism which adopts the sliding friction force of the whole circumferential surface as the clutch friction force output of the sliding protection, the invention ensures that the butting between the elastic deformation part and the clutch circumferential surface is more stable and reliable by arranging the concave-convex structure between the elastic deformation part and the clutch circumferential surface relatively, realizes that the clutch friction force output of the whole clutch mechanism is more stable and reliable, has relatively lasting friction failure time, and solves the technical problems of unstable output friction force and short friction failure time of the traditional clutch friction mechanism.)

1. A clutch mechanism for a gearbox, characterized in that it comprises:

an upper rotating member having a cylindrical body portion, an upper gear portion formed on the cylindrical body portion;

a lower rotating member having a plurality of elastic deformation portions that elastically contact the clutch circumferential surface of the barrel portion in a radial direction;

wherein, the elastic deformation part and the clutch circumferential surface are oppositely provided with a concave-convex structure.

2. The clutch mechanism for a gearbox according to claim 1, wherein the concave-convex structure includes concave portions provided on the circumferential surface for disengagement and arranged along a circumferential direction thereof, and a catch provided on each of the elastically deformable portions, and a convex portion is formed between the concave portions; alternatively, the first and second electrodes may be,

the concave-convex structure comprises a clamping table arranged on the circumferential surface for separation and concave parts arranged on each elastic deformation part and distributed along the circumferential direction of the elastic deformation part, and convex parts are formed on the side edges of the concave parts.

3. A clutch mechanism for a gear box according to claim 2, wherein each of the elastic deformation portions is provided with one or more than two of the locking stages; alternatively, each of the elastically deforming portions is provided with one or more than two of the concave portions.

4. The clutch mechanism for a gearbox according to claim 2, wherein the contact between the catch and the projection is a surface contact.

5. A clutch mechanism for a gearbox according to claim 4, characterised in that the catch or the protrusion is provided with a wedge surface.

6. The clutch mechanism for the gearbox according to claim 2, wherein the junction of the concave part and the convex part is provided with a transition inclined surface, two sides of the clamping platform are provided with a disengaging inclined surface, and the transition inclined surface and the disengaging inclined surface are correspondingly arranged; the inclination angle a of the transition inclined plane is set to be more than or equal to 90 degrees and less than 180 degrees; the inclination angle beta of the disengaging inclined plane is set to be more than or equal to 90 degrees and less than 180 degrees.

7. The clutch mechanism for a gearbox according to claim 1, wherein a convex-concave engagement release force between the elastically deforming portion and the clutch circumferential surface and a convex-convex pressing friction force between the elastically deforming portion and the clutch circumferential surface are equal or substantially equal.

8. A clutch mechanism for a gearbox according to claim 1, further comprising a biasing member mounted inside said plurality of elastically deforming portions for spreading said plurality of elastically deforming portions radially outward.

9. A clutch mechanism for a gearbox according to claim 8, characterised in that said forcing member is a C-bolt or a U-shaped slingshot; alternatively, the urging member is a hard block filled between the elastically deformable portion and the central shaft portion of the lower rotary member.

10. A geared motor comprising a clutch mechanism according to any one of claims 1 to 9.

Technical Field

The invention relates to the technical field of gears, in particular to a clutch mechanism for a gear box and a gear transmission motor.

Background

At present, clutch mechanism has all been designed usually for protection gear overload damage inside common step motor's the plastic gear box, and current clutch mechanism has two kinds of modes: one set at the output shaft position and one set at the gear. Specifically, for setting the clutch mechanism at the output shaft position: the clutch mechanism is set by using the surface roughness of the output shaft and the frictional resistance of the plastic gear, and the clutch mechanism is also set by using the frictional force formed by riveting two friction plates of the output shaft to clamp the plastic gear. For setting the clutch mechanism at the gear position (C tooth position): and split teeth are arranged on the secondary speed reduction teeth, and the force is applied by a snap spring to generate friction force between the upper split teeth and the lower split teeth so as to form a clutch mechanism.

The above two clutch mechanisms have the following problems:

1. output shaft position clutch mechanism: the specification of clutch friction output shaft torque is limited by the surface roughness and the riveting mode of the clutch friction output shaft torque, the clutch friction output shaft torque can not be applied to a motor with larger output torque, and meanwhile, the clutch mechanism is not allowed to generate excessive action (the failure risk is increased due to the increase of times, and the friction action times are generally only allowed to be about 7 times). Unstable factors are more, and defects such as gear beating caused by overlarge clutch force or slipping caused by clutch failure easily occur.

2. C tooth position clutch mechanism: the elastic force of the force application components such as the clamp spring is used for controlling the friction force, and the clamp spring is easy to bear, slide and lose efficacy or cause clutch failure and other defects because the friction force is too small. The structure of the gear motor can be seen from Chinese invention patent CN 104421349A-friction mechanism and gear motor, which also has the following problems: the gear part adopts the sliding friction force of the whole inner side circumferential surface and the elastic deformation part of the rotating part as the clutch friction force output of the sliding protection mechanism, so that the friction failure time is short, the requirements of friction clutches of different levels cannot be met, and the application is single.

Disclosure of Invention

The invention aims to solve the technical problem of providing a clutch mechanism for a gear box and a gear transmission motor. The clutch mechanism is characterized in that a concave-convex structure is oppositely arranged between the elastic deformation part and the clutch circumferential surface, so that concave-convex meshing disengagement force between the elastic deformation part and the clutch circumferential surface and/or convex extrusion friction force between the elastic deformation part and the clutch circumferential surface are/is output as clutch friction force. Compared with the traditional clutch friction mechanism which adopts the sliding friction force of the whole circumferential surface as the clutch friction force output of the sliding protection, the clutch friction mechanism has the advantages that the butting between the elastic deformation part and the circumferential surface for clutch is more stable and reliable through the concave-convex structure, the clutch friction force output of the whole clutch mechanism is more stable and reliable, the friction failure time is relatively durable, and the technical problems that the traditional clutch friction mechanism is unstable in friction force output and short in friction failure time are solved. Meanwhile, the invention can also realize the requirements of friction clutches with different levels, has wider application range and further solves the technical problem that the traditional clutch friction structure can not be adjusted according to the requirements of friction clutches with different levels.

The technical problem to be solved by the invention is realized by the following technical scheme:

a clutch mechanism for a gearbox, comprising:

an upper rotating member having a cylindrical body portion, an upper gear portion formed on the cylindrical body portion;

a lower rotating member having a plurality of elastic deformation portions that elastically contact the clutch circumferential surface of the barrel portion in a radial direction;

wherein, the elastic deformation part and the clutch circumferential surface are oppositely provided with a concave-convex structure.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the concave-convex structure includes concave portions arranged on the circumferential surface for disengagement and arranged along a circumferential direction thereof, and a catch provided on each of the elastic deformation portions, and a convex portion is formed between the concave portions.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, each of the elastic deformation portions is provided with one or more than two of the locking portions.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, a circumferential width of each of the elastic deformation portions is equal to a circumferential width of the chuck.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the concave-convex structure includes a catch provided on the engaging circumferential surface and a concave portion provided on each of the elastically deformable portions and arranged along a circumferential direction thereof, and a convex portion is formed on a side of the concave portion.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, each of the elastically deformable portions is provided with one or more recesses.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the engagement between the retainer and the projection is a surface contact.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the locking piece or the protruding portion is provided with a wedge surface.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the force of engaging and disengaging between the elastic deformation portion and the clutch circumferential surface is equal to or substantially equal to the force of pressing between the elastic deformation portion and the clutch circumferential surface.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the circumferential widths of the concave portion and the convex portion are equal to or different from each other.

In a preferred embodiment of the clutch mechanism for a gearbox according to the present invention, the radial depth of the concave portion is equal to or different from the radial thickness of the convex portion.

In a preferred embodiment of the clutch mechanism for a gearbox according to the present invention, a radial thickness of the chuck is equal to or different from a radial depth of the recess.

As a preferred embodiment of the clutch mechanism for a gearbox provided by the present invention, a junction between the concave portion and the convex portion is provided as a transition inclined surface, two sides of the clamping table are provided as a disengaging inclined surface, and the transition inclined surface and the disengaging inclined surface are provided correspondingly.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, an inclination angle a between the transition slope and the clutch peripheral surface or the elastic deformation portion peripheral surface is controlled to be 90 ° or more and less than 180 °.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, an inclination angle β between the escape slope and the peripheral surface for clutch or the peripheral surface of the elastically deformable portion is controlled to be 90 ° or more and β < 180 °.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the clutch mechanism further includes an urging member which is attached to an inner side of the plurality of elastically deformable portions and which opens the plurality of elastically deformable portions radially outward.

In a preferred embodiment of the clutch mechanism for a gearbox according to the present invention, the biasing member is a C-shaped latch or a U-shaped slingshot.

In a preferred embodiment of the clutch mechanism for a gear box according to the present invention, the urging member is a hard block filled between the elastically deformable portion and the central shaft portion of the lower rotating member.

As a preferred embodiment of the clutch mechanism for the gearbox provided by the invention, the hard block is a steel ball.

A geared motor comprising a clutch mechanism according to any one of the preceding claims.

In a preferred embodiment of the geared motor according to the present invention, the geared motor outputs the rotation of the rotor of the motor unit to the outside through a gear box formed by a plurality of gears, and the clutch mechanism is provided for one of the plurality of gears.

The invention has the following beneficial effects:

the clutch mechanism is provided with a concave-convex structure between the elastic deformation part and the clutch circumferential surface, so that concave-convex meshing disengagement force between the elastic deformation part and the clutch circumferential surface and/or convex extrusion friction force between the elastic deformation part and the clutch circumferential surface are/is output as clutch friction force. Compared with the traditional clutch friction mechanism which adopts the sliding friction force of the whole circumferential surface as the clutch friction force output of the sliding protection, the clutch friction mechanism has the advantages that the elastic deformation part and the clutch circumferential surface are more stably and reliably abutted through the concave-convex structure between the elastic deformation part and the clutch circumferential surface, the clutch friction force output of the whole clutch mechanism is more stable and reliable, the friction failure time is relatively durable, and the technical problems that the traditional clutch friction mechanism is unstable in output friction force and short in friction failure time are solved. Meanwhile, the invention can also realize the requirements of friction clutches with different levels, has wider application range, further solves the technical problems that the traditional clutch friction structure can not be adjusted according to the requirements of the friction clutches with different levels or has limited adjustment degree, large adjustment difficulty and high cost, and can be used for meeting the requirements of different customers on different product clutch forces.

Drawings

FIG. 1 is a schematic structural view of a clutch mechanism according to the present invention;

FIG. 2 is an exploded view of the clutch mechanism of the present invention;

FIG. 3 is another exploded view of the clutch mechanism of the present invention;

FIG. 4 is a further exploded view of the clutch mechanism of the present invention;

FIG. 5 is an enlarged view of a portion of FIG. 4 at A;

FIG. 6 is a further exploded view of the clutch mechanism of the present invention;

FIG. 7 is a further exploded view of the clutch mechanism of the present invention;

FIG. 8 is a top view of the upper rotating member of the clutch mechanism of the present invention;

FIG. 9 is an enlarged partial view at B of FIG. 8;

FIG. 10 is a cross-sectional view of the lower rotating member of the clutch mechanism of the present invention;

FIG. 11 is an enlarged view of a portion of FIG. 10 at C;

FIG. 12 is an exploded view of the clutch mechanism according to the embodiment of the present invention;

FIG. 13 is another exploded view of the clutch mechanism of the present invention;

fig. 14 is a schematic view showing the structure of a gear box in the gear motor of the present invention.

Detailed Description

In the conventional clutch friction mechanism (chinese patent CN104421349A — friction mechanism and gear motor), the entire inner circumferential surface of the cylinder of the gear member and the plurality of elastic deformation portions of the rotating member output the friction engagement force between the inner circumferential surface and the elastic deformation portions as the clutch friction force under the action of the urging member, but there are the following disadvantages: the gear component adopts the structure that the whole inner circumferential surface and the whole outer circumferential surface of the elastic deformation part of the rotating component are mutually abutted to generate sliding friction force (also called friction and engagement force) and further serve as clutch friction force output of the sliding protection mechanism, and if the inner circumferential surface is deformed or cracked or the inner circumferential surface and the elastic deformation part are in unnatural abutting, friction failure is easily caused, namely, the friction failure time is short. The elastic deformation portion can be brought into contact with the peripheral surface of the gear member with a predetermined elasticity by the biasing member, and an appropriate frictional engagement force can be generated. The clutch friction output is mainly adjusted by adjusting the abutting degree of the inner peripheral surface and the elastic deformation part, but the adjustment degree is limited, the adjustment process is complex and high in cost, the increase of the clutch friction output easily causes the defects of deformation and cracking of gear parts and the like, the requirements of flexibly adjusting friction clutches of different levels cannot be realized, the application is single, and the problem that the clutch can only be used for low friction exists.

In order to solve the technical defects of the conventional clutch friction mechanism, please refer to fig. 1-13, the invention provides a clutch mechanism 1 for a gearbox, specifically, the clutch mechanism 1 includes:

an upper rotating member 11 having a cylindrical body 111, an upper gear portion 112 formed on the cylindrical body 111;

a lower rotary member 12 having a plurality of elastic deformation portions 121 elastically contacting the clutch circumferential surface of the cylindrical body 111 in the radial direction;

the concave-convex structure 13 is disposed between the elastic deformation portion 121 and the clutch circumferential surface, so that a concave-convex engagement and disengagement force between the elastic deformation portion 121 and the clutch circumferential surface and/or a convex extrusion friction force between the elastic deformation portion 121 and the clutch circumferential surface are output as a clutch friction force.

The clutch friction force output by the clutch mechanism is controlled to be above the minimum friction force and below the maximum friction force between the elastic deformation part 121 and the clutch circumferential surface through the concave-convex structure, wherein the minimum friction force is set as the maximum output force required by the motor, and the maximum friction force is set to be smaller than the force of single tooth damage of the whole gear box. Namely, the concave-convex engagement disengaging force and the convex-convex extrusion friction force can be independently output as the clutch friction force of the slip protection, and can also be combined to output as the clutch friction force of the slip protection, so that the clutch friction force requirement of the whole clutch mechanism can be met.

When a male-female engagement fit is formed between the elastic deformation portion 121 and the clutch circumferential surface of the barrel portion 111 to form an engagement clutch structure, the male-female engagement disengagement force in this state can be used as a way of clutch friction output for slip protection; when the elastic deformation portion 121 and the protrusions on the clutch circumferential surface of the cylindrical body 111 are press-fitted to each other to form a squeeze clutch structure, the protrusion squeezing friction force in this state can be output as another mode of the clutch friction force for slip protection. Compared with the traditional clutch friction mechanism which adopts the sliding friction force of the whole circumferential surface as the clutch friction force output of the sliding protection, the clutch friction mechanism has the advantages that the elastic deformation part and the clutch circumferential surface are more stably and reliably abutted through the meshed clutch structure and/or the extrusion type clutch structure, the clutch friction force output of the whole clutch mechanism is more stably and reliably realized, the friction failure time is relatively durable, the clutch action can be realized after more locked rotations, the technical problems that the traditional clutch friction mechanism is unstable in output friction force and short in friction failure time are solved, and the risk that the traditional clutch friction mechanism which realizes the clutch friction force output by means of the force application ring is invalid or has poor falling is avoided. Meanwhile, the invention can also realize the requirements of friction clutches with different levels, has wider application range, further solves the technical problems that the traditional clutch friction structure can not be adjusted according to the requirements of the friction clutches with different levels or has limited adjustment degree, large adjustment difficulty and high cost, and the clutch mechanism 1 can be used for meeting the requirements of different customers on different product clutch forces.

The clutch mechanism 1 is simple in structure, easy to manufacture and convenient to assemble, greatly solves the problems of complex production and assembly processes of a motor using a traditional clutch friction mechanism and the problems of slipping, failure, gear beating and the like of the clutch mechanism 1, and can effectively control the defects of the original motor, which are inevitably generated due to the manufacturing process.

More preferably, when the concavo-convex engaging and disengaging force and the convex-convex squeezing friction force are combined to be output as the clutch friction force, the concavo-convex engaging and disengaging force and the convex-convex squeezing friction force are equal or approximately equal to ensure stable output position angle accuracy. By the design, the problem that the angle precision of the output position of the motor is unstable due to the fact that friction force is inconsistent or the difference is large can be avoided, for example, if the convex extrusion friction force meets the requirement of clutch friction force but is smaller relative to concave-convex occlusion disengagement force, when the clutch is just deviated to the convex position, the motor normally runs, and under the condition that no locked-up rotation occurs, some clutch mechanisms 1 with slightly larger output force start to act and slip, so that the loss of the position output is caused.

In the first embodiment, as shown in fig. 2 to 4, the concave-convex structure 13 includes concave portions 131 arranged on the clutch circumferential surface and arranged along the circumferential direction thereof, and a plurality of locking portions 132 arranged on each of the elastic deformation portions 121, wherein convex portions 133 are formed between the concave portions 131, and all the locking portions 132 are located in the concave portions 131 or on the convex portions 133 when assembled. It can be understood that, when the clamping platforms 132 are all located in the concave portion 131, the clamping platforms are engaged in a concave-convex manner, so as to form an engagement type clutch structure, and when the clamping platforms 132 are all located on the convex portion 133, the clamping platforms are extruded in a convex-convex manner, so as to form an extrusion type clutch structure, in particular, in order to facilitate assembly, the clamping platforms 132 are preferably assembled into the concave portion 131, and after a locked rotation occurs, the clamping platforms 132 may be located in the concave portion 131 and may also be located on the convex portion 133. Further, each of the elastic deformation portions 121 is provided with one of the clamping tables 132, or a plurality of the clamping tables 132, for example, more than two of the clamping tables 132 may be provided, and the number of the clamping tables 132 may be adjusted to adjust the magnitude of the clutch friction output level.

Preferably, the circumferential width of each elastic deformation portion 121 may be equal to the circumferential width of the clamping table 132, that is, one elastic deformation portion 121 is one clamping table 132.

In a second embodiment, as shown in fig. 6, the concave-convex structure 13 includes a plurality of locking blocks 132 disposed on the engaging peripheral surface and a plurality of concave portions 131 disposed on each of the elastically deformable portions 121 and arranged along the circumferential direction thereof, wherein convex portions 133 are formed on the sides of the concave portions 131, and all the locking blocks 132 are disposed in the concave portions 131 or on the convex portions 133 when assembled. It can be understood that, when the clamping platforms 132 are all located in the concave portion 131, the clamping platforms are engaged in a concave-convex manner, so as to form an engagement type clutch structure, and when the clamping platforms 132 are all located on the convex portion 133, the clamping platforms are extruded in a convex-convex manner, so as to form an extrusion type clutch structure, in particular, in order to facilitate assembly, the clamping platforms 132 are preferably assembled into the concave portion 131, and after a locked rotation occurs, the clamping platforms 132 may be located in the concave portion 131 and may also be located on the convex portion 133. The number of the clamping platforms 132 at least matches the number of the elastic deformation portions 121, that is, the number of the clamping platforms 132 is not lower than the number of the elastic deformation portions 121, and the clutch friction output level can be adjusted by adjusting the number of the clamping platforms 132.

Further, each of the elastic deformation portions 121 may be provided with one concave portion 131 and two convex portions 133 on both sides thereof, or may be provided with a plurality of concave portions 131, such as two or more.

In any of the above embodiments, the contact between the locking member 132 and the protrusion 133 is surface contact, and the protrusion squeezing friction force is output as clutch friction force, which provides better slip protection than the line contact method, i.e. not only the locking member 132 is ensured to be in surface contact with the protrusion 133 when sliding to the protrusion 133, but also the sliding friction force between the locking member 132 and the protrusion 133 is realized as another clutch friction force output method of slip protection. Further, as shown in fig. 3, 4, 6 and 7, in order to ensure that the convex extrusion friction force can effectively output the clutch friction force, the clamping table 132 or the convex portion 133 is provided with a wedge-shaped surface, the thickness of the wedge-shaped surface is gradually reduced from the top portion 1212 to the root portion 1211 of the elastic deformation portion 121, so designed, when the clamping platform 132 is located on the convex part 133 to form convex extrusion, since the elastic deformation portion 121 is biased radially inward in a pressed state, if the locking portion 132 and the protrusion 133 are both of a rectangular-like structure, it is difficult to make good surface contact, even if there is a small surface contact, it is difficult to output as a clutch frictional force, and one of the chuck 132 and the convex portion 133 is subjected to a wedge process (i.e., set as a wedge surface), therefore, a large surface contact is easily formed when the two are in contact with each other, and the clutch friction force can be output well. It is understood that the clamping platform 132 or the protrusion 133 may not be provided with a wedge surface, as shown in fig. 13.

In any of the above embodiments, the circumferential widths of the concave portion 131 and the convex portion 133 are equal or unequal. The radial depth of the recesses 131 is equal to or not equal to the radial thickness of the protrusions 133. The radial thickness of the clamping table 132 is equal to or different from the radial depth of the recess 131. For convenience of design and manufacture, the circumferential widths of the concave portion 131 and the convex portion 133 are preferably arranged to be equal to each other, and the circumferential width of the chuck 132 and the circumferential width of the concave portion 131 are preferably arranged to be equal to each other.

In any of the above embodiments, as shown in fig. 8 to 11, the connection between the concave portion 131 and the convex portion 133 is set as a transition inclined surface 134, the two sides of the chuck 132 are set as a disengaging inclined surface 135, and the transition inclined surface 134 and the disengaging inclined surface 135 are correspondingly set, so that when the friction force of the clutch mechanism 1 is satisfied, when the load is too large, the clutch mechanism is conveniently disengaged to perform a clutch function, and the situation that the clutch mechanism cannot perform a clutch function due to too large engaging friction force is avoided, and the clutch mechanism is inclined to be beneficial to disengagement but not causing mechanical damage when disengaging, and to frequently disengage and not wear to generate debris when idling, so as to increase the service life, the safety of the motor and ensure that the clutch mechanism still performs an effective clutch function after multiple stalling. The inclination angle a between the transition inclined plane 134 and the peripheral surface for clutching or the peripheral surface of the elastic deformation part 121 is controlled to be more than or equal to 90 degrees and less than 180 degrees, preferably more than 90 degrees; the inclination angle beta between the disengaging inclined plane 135 and the peripheral surface for clutch or the peripheral surface of the elastic deformation part 121 is controlled to be more than or equal to 90 degrees and less than 180 degrees, and preferably more than 90 degrees. In the concrete implementation, a is less than or equal to beta. It is understood that, as the inclination angles a, β are larger, the corresponding concavo-convex biting release force is larger.

Note that the separation circumferential surface may be the inner circumferential surface 113 of the cylindrical body 111 or the outer circumferential surface of the cylindrical body 111.

In order to further increase the clutch friction force output, as shown in fig. 12, the clutch mechanism 1 further includes an urging member 14 mounted inside the plurality of elastic deformation portions 121 for expanding the plurality of elastic deformation portions 121 radially outward to abut against the inside of the concave portion 131 or the convex portion 133 to form an inner ring snap clutch structure, the elastic deformation portions 121 are tensioned by the urging member 14, and the relative sliding friction force of the entire clutch mechanism 1 after tensioning is the clutch friction force output for slip protection. Preferably, the force application member 14 is a C-shaped latch or a U-shaped slingshot, and the force application member 14 may also be a hard block filled between the elastic deformation portion 121 and the central axis of the lower rotating member 12, such as a steel ball.

In order to vary the magnitude of the clutch friction output, in some embodiments, the thickness of the clamping platform 132 and the depth of the recess 131 can be increased correspondingly to increase the clutch friction output, and vice versa; in some embodiments, the thickness of the protrusion 133 may be increased accordingly to increase the clutch friction output and vice versa; in some embodiments, the spring force of the force application member 14 may be correspondingly increased to increase the clutch friction output and vice versa; in some embodiments, the angle of inclination of the transition ramp 134 and/or the disengagement ramp 135 is increased to increase the disengagement friction output and vice versa. In a specific implementation, the thickness of the clamping platform 132, the depth of the concave part 131, the thickness of the convex part 133, the elasticity of the force application part 14, the slope of the inclined plane and the like can be matched and configured according to the friction force required by the clutch mechanism 1 and the service life requirement.

A geared motor comprising a clutch mechanism 1 according to any one of the preceding claims. As a preferred embodiment of the geared motor according to the present invention, as shown in fig. 14, the geared motor outputs the rotation of the rotor of the motor unit to the outside through a gear box 2 formed of a plurality of gears, and the clutch mechanism 1 is formed for one of the plurality of gears.

(description of operation)

In the gear transmission motor of the present embodiment, the friction clutch mechanism 1 is configured on the first gear 22 of the gear box 2, and in the clutch mechanism 1 of the present invention, the clutch structure for outputting the clutch friction force may be an engagement clutch structure, or a press-type clutch structure, or an engagement clutch structure and an inner ring press-type clutch structure, or a press-type clutch structure and an inner ring press-type clutch structure, or an engagement clutch structure, a press-type clutch structure, and an inner ring press-type clutch structure, and whichever of the above clutch structure is adopted, the friction output force is generated between the chuck 132 and the recess 131 and/or the projection 133, and the entire clutch friction force control may be equal to or higher than the minimum friction force and equal to or lower than the maximum friction force. Therefore, the upper rotating member 11 and the lower rotating member 12 rotate together unless an excessive load is applied to them. On the other hand, when a large load is applied to one of the upper rotary member 11 and the lower rotary member 12, since the upper rotary member 11 and the lower rotary member 12 are idly rotated, it is possible to prevent damage to gears and the like meshing with the upper rotary member 11 and the lower rotary member 12. For example, when a strong force is applied to the output shaft 21 from the outside, the rotation of the output shaft 21 is transmitted to the rotor side. Since the reluctance torque provided between the stator and the permanent magnet in the transmission motor causes the rotor to receive a force to maintain its position, the rotor does not start to rotate unless a large force is applied, and thus, when the friction clutch mechanism 1 is not provided, a certain gear portion in the gear case 2 is broken and the like, and thus, an operation failure occurs. In the present embodiment, however, since the upper rotary member 11 and the lower rotary member 12 provided with the clutch mechanism 1 are idle-rotated, the teeth can be prevented from being broken or the like.

The present invention will be described in detail with reference to the accompanying fig. 1 to 14 and examples, which are only preferred embodiments of the present invention and are not intended to limit the present invention. For convenience of explanation, in the following embodiments, the example in which the locking member 132 is provided on the elastic deformation portion 121 is described, but it is to be understood that the present invention is not limited thereto.

[ Clutch mechanism 1 for gearbox ]

Referring to fig. 1-5 and 8-13, the clutch mechanism 1 includes:

an upper rotating member 11 having a cylindrical body 111, an upper gear portion 112 formed on the cylindrical body 111;

a lower rotating member 12 having a plurality of elastic deformation portions 121 elastically contacting the circumferential surface of the cylindrical body 111 in the radial direction;

the concave-convex structure 13 is disposed between the elastic deformation portion 121 and the clutch circumferential surface, so that a concave-convex engagement and disengagement force between the elastic deformation portion 121 and the clutch circumferential surface and/or a convex extrusion friction force between the elastic deformation portion 121 and the clutch circumferential surface are output as a clutch friction force.

[ Structure of the upper rotating unit 11 ]

The upper rotating member 11 includes a cylindrical body 111 that is opened in both directions in the motor axial direction, and an upper gear part 112 formed on the outer peripheral surface of the cylindrical body 111, wherein the upper gear part 112 may be located at an upper end portion of the outer peripheral surface of the cylindrical body 111 or may be located on the entire outer peripheral surface of the cylindrical body 111. The two-way opening of the cylindrical body 111 forms a center hole 114 having an inner peripheral surface 113 for fitting the elastically deformable portion 121 of the lower rotary member 12. Further, the inner circumferential surface of the central hole 114 is provided with a plurality of recesses 131 along the circumferential direction, and the plurality of recesses 131 are used for accommodating and locking the locking platforms 132 of the elastic deformation portion 121 to form a snap-in type clutch structure, that is, when the locking platforms 132 are inserted into the recesses 131, the releasing force of the locking platforms 132 relative to the recesses 131 is output as a clutch friction force for slip protection.

A convex portion 133 is formed between adjacent concave portions 131, and when the clamping platform 132 of the elastic deformation portion 121 elastically abuts against the convex portion 133, a convex-convex extrusion type clutch structure is formed, that is, the clamping platform 132 slides to the surface of the convex portion 133 to generate deformation, and further forms sliding friction force with the convex portion 133 to be output as clutch friction force for slip protection.

For convenience of manufacture, the circumferential widths of the concave portion 131 and the convex portion 133 are preferably equal, but may be configured to be unequal. Similarly, the depth of the concave portion 131 and the thickness of the convex portion 133 are preferably equal to each other, and may be arranged to be unequal.

Further, the junction of the concave part 131 and the convex part 133 is provided with a transition inclined plane 134, wherein the inclination angle a between the transition inclined plane 134 and the surface of the concave part 131 is controlled to be more than or equal to 90 degrees and less than 180 degrees, preferably more than 90 degrees, so the design is adopted, under the condition of meeting the friction force of the clutch mechanism 1, when the load is too large, the clutch mechanism is convenient to disengage to play a clutch role, the clutch mechanism is prevented from failing to play a clutch role due to too large meshing friction force, and the transition inclined plane is set to incline to ensure that the disengagement is facilitated but mechanical damage is not generated when the disengagement occurs and the disengagement is frequently performed without abrasion to generate debris, so that the service life is prolonged, the use safety of the motor is improved, and. During specific implementation, the size of the inclination angle can be adjusted according to the requirement of clutch friction force.

(Structure of lower rotating Member 12)

The lower rotating member 12 has a cylindrical central shaft portion 122 and an annular bearing portion 123, the axis of the central shaft portion 122 is parallel to the motor axis, and a shaft hole 124 is provided in the central shaft portion 122 for facilitating the insertion of the support shaft 26. The inner ring of the annular bearing part 123 is abutted against the outer peripheral surface of the central shaft part 122, and can be arranged at the upper end part, the middle part or the lower end part of the outer peripheral surface of the central shaft part 122, and can be designed according to the actual situation; a lower gear portion 125 may be further formed on an outer circumferential surface of the central shaft portion 122 below the annular bearing portion 123. Further, the lower rotating member 12 further includes a plurality of elastic deformation portions 121 having elastic contact with the inner peripheral surface 113 of the cylindrical body portion 111 in the radial direction, which are formed in the outer peripheral direction on the annular bearing portion 123. In some embodiments, the elastic deformation portion 121 is an arc-shaped plate-shaped structure, and is disposed in two pieces in the circumferential direction, that is, an annular plate is divided by the slit 126 to form two symmetrical arc-shaped plate-shaped elastic deformation portions 121; in other embodiments, the elastic deformation portion 121 may be three or more arc-shaped plate-shaped elastic deformation portions 121 along the circumferential direction. In the lower rotary member 12, a deformation air gap 127 is formed between the inner peripheral surface of the elastic deformation portion 121 and the outer peripheral surface of the central shaft portion 122.

Each of the elastic deformation portions 121 is provided with a locking step 132 on a side facing the inner peripheral surface 113 of the cylindrical body portion 111. In some embodiments, one of the elastic deformation portions 121 is provided with one of the clamping platforms 132; in other embodiments, a plurality of the clamping platforms 132 are disposed on one of the elastic deformation portions 121, and the clamping platforms 132 are arranged along the circumferential direction.

Preferably, but not limitatively, each of the clamping platforms 132 is configured with a wedge-shaped surface, which is configured as a strip-shaped structure, and the length direction of the wedge-shaped surface is parallel to the axis of the central shaft portion 122. Further, the thickness of the clamping platform 132 is thinner along the length direction and closer to the annular bearing part 123, so that the clamping platform 132 can form better surface contact with the convex part 133 when sliding to the convex part 133. It will be appreciated that the chuck 132 may be provided without wedge surfaces, as shown in fig. 13.

Two sides of the clamping table 132 along the circumferential direction are provided with a pull-out inclined plane 135, and the inclination angle beta between the pull-out inclined plane 135 and the circumferential surface of the elastic deformation part 121 is controlled to be more than or equal to 90 degrees and less than 180 degrees, preferably more than 90 degrees; wherein a is not more than beta, so the design can ensure that the clamping platform 132 does not generate mechanical damage even if being separated from the concave part 131 under the condition of meeting the friction force of the clutch mechanism 1, thereby prolonging the service life.

Further, in the deformed air gap 127, a force application member 14 may be additionally provided, that is, the force application member 14 is installed inside the plurality of elastic deformation portions 121, and is used for expanding the plurality of elastic deformation portions 121 radially outward and abutting against the concave portion 131 or the convex portion 133 to form an inner ring spring type clutch structure, the elastic deformation portions 121 are tensioned by the force application member 14, and the relative sliding friction force of the whole clutch mechanism 1 after tensioning is output as the clutch friction force for slip protection. Preferably, the force application member 14 is a C-shaped latch or a U-shaped slingshot, and the force application member 14 may also be a hard block filled between the elastic deformation portion 121 and the central axis of the lower rotating member 12, such as a steel ball.

A guide portion 128 protruding radially outward is formed on the outer peripheral surface of the elastic deformation portion 121 on the side away from the annular bearing portion 123, and an upper portion of the outer end surface of the guide portion 128 is provided with a lead-in inclined surface 1281 to facilitate the assembly of the elastic deformation portion 121 into the inner peripheral surface 113 of the cylindrical body portion 111. The guide portion 128 is disposed with a terrace surface 1282 facing the annular bearing portion 123, and correspondingly, an annular positioning table 115 is disposed on an upper portion of the inner circumferential surface 113 of the cylindrical body portion 111, and when the elastic deformation portion 121 is fitted into the inner circumferential surface 113 of the cylindrical body portion 111, the terrace surface 1282 is engaged with the annular positioning table 115, so that not only can the fitting depth of the elastic deformation portion 121 be limited, but also the elastic deformation portion 121 can be prevented from coming out of the cylindrical body portion 111. When it is necessary to pull out the elastic deformation portion 121, since the guide portion 128 is small, the elastic deformation portion 121 can be pulled out from the inner peripheral surface 113 of the cylindrical body portion 111 by pressing the guide portion 128 inward or pressing the lower rotary member 12 downward.

As a preferred option, the guide 128 may also be designed at the upper end of the chuck 132.

[ GEAR-DRIVEN MOTOR ]

In a geared motor, when the motor is operated in a state where an excessive load is applied to the output shaft 21, there is a possibility that gears and rotor pinions used in the gear box 2 may be damaged, and in order to avoid such damage, a clutch mechanism 1 functioning as a torque limiter is provided in the middle of the gear box 2. In the present embodiment, the gear motor outputs the rotation of the rotor of the motor unit to the outside through the gear box 2 formed by a plurality of gears, and the clutch mechanism 1 is configured for one of the plurality of gears as shown in fig. 13. In the present embodiment, the gear box 2 includes a total of four gears, and the last-stage gear includes the output shaft 21. Here, three gears except the final-stage gear 25 are rotatably supported by a support shaft 26, both ends of the support shaft 26 are fixed to the motor housing, and the final-stage gear is rotatably supported by bearing portions. In the present embodiment, the large diameter gear portion of the first gear 22 meshes with the rotor pinion, the small diameter gear portion of the first gear 22 meshes with the large diameter gear portion of the second gear 23, the small diameter gear portion thereof meshes with the large diameter gear portion of the third gear 24, and the small diameter gear portion of the third gear 24 meshes with the gear portion of the final stage gear 25. In this way, the gear box 2 is configured as a reduction gear box 2. Here, four gears are arranged around the rotor pinion.

It is to be understood that the present embodiment is not limited to four gears, and the gear case 2 may be configured with four or more or less gears. In the present embodiment, the clutch mechanism 1 may be provided in any one of the gears of the gear box 2, such as the first gear 22.

The above-mentioned embodiments only express the embodiments of the present invention, and the description is more specific and detailed, but not understood as the limitation of the patent scope of the present invention, but all the technical solutions obtained by using the equivalent substitution or the equivalent transformation should fall within the protection scope of the present invention.