SU618587A1 - Shockless clutch - Google Patents

Description

(54) CLUTCH SWITCH OFF

one

The invention relates to mechanical engineering.

Known clutch shock-free inclusion, in which the two coupling halves are connected through an elastic shaft.

The disadvantage of such a clutch is the limited amount of torque transmitted.

A clutch is known, comprising two half-couplings mounted on a shaft, forming hydraulic cavities connected by an L2J throttle system.

This coupling is closest to the invention according to the technical essence and the achieved result.

Its disadvantages are the complexity of the design and the presence of self-oscillations.

The aim of the invention is to eliminate the noted disadvantages.

This goal is achieved by the fact that the coupling halves are made with the cams at the ends and are covered by the sleeve, and the hydraulic cavities are formed by its inner surface and lateral faces of the cams, and an elastic element is installed between these coupling halves.

FIG. 1 shows a clutch for shock-free engagement in a longitudinal section; in fig. 2 - cross section aa

2

FIG. one; in fig. 3 is a cross section A-A of FIG. 1 (sector lugs are in an intermediate phase); in fig. 4 is a cross-section bB of FIG. 1; in fig. 5 — node 1 of FIG. 4, longitudinal section; .on FIG. 6 - unit 1 of FIG. 4, cross section.

On the main hollow shaft 1 of an unaccented clutch, a half coupling 2 with sector projections d is rigidly mounted. The half-coupling 3 with the sector projections S is mounted on the main shaft 1 slidably, and its sector projections enter between the projections a. Outside, coupling halves 2 and 3 are covered by a cylindrical bushing consisting of halves 4 and 5 connected by bolts 6. Half 5 is rigidly mounted on coupling half 3, and half 4 has a sliding fit

on the coupling half 2. The shaft 1 is rigidly fitted with a gear. Half coupling 7, having a groove for flange 8, fastened to it by bolts 9.

there is a groove under the same flange 10 on the outer end side of the lid box 3. Both flanges 8 and 10 are connected between the flexible shaft 11 by means of spline joints. The formed cavities b to t between adjacent sector protrusions a and S are filled with liquid.

The annular cavity E (fig. 1) communicates with the internal cavity of the shaft 1 by drilling 6 in the half coupling 2, and with cavities 6 and d through the check valves 12. The cavities of vi VI 1 are connected between the end by drilling the half coupling 3, annular channels 3 / performed on the inner end portion of the half 5 of the cylindrical sleeve, and the relief valves 13.

The half of an UF 2 with sector protrusions a is leading, and the half coupling 3 with sector protrusions 5 is driven,

The assembly of the shock-free coupling must be carried out so that the sector projections 6 of the half coupling 3 are rotated relative to the leading sector projections and the half coupling 2 in the direction of torque transmission (M) by the gap (see Fig.2). All cavities between adjacent sector projections are annular. the cavity 3 and the cavity inside the shaft 1 are filled with liquid, in

During the period when there is no load and no rotation, the sector protrusions a and 8 of the half couplings 2 and 3 are arranged as shown in Fig. 2.

At the initial moment of rotation (start-up of the drive), the chorus protrusions oL turn sharply in the direction of torque transfer. The gaps between the sector protrusions a and b are filled with liquid. The torque can be transmitted only through the fluid into the cavities b and 2. or through the elastic shaft 11, which performs the elastic coupling of both coupling halves 2 and 3.

The elastic shaft 11 has a small cross section and is not designed for heavy loads, therefore at the initial moment the main load is transmitted by the sector protrusions and through the fluid in cavities b and 2. the pressure drastically increases, and the torque is transmitted through the sector projections 8. At the same time In the cavity of L and Z, a high pressure liquid is applied to the anal and and the annular channel connecting with them to flow through the bypass valve 14 into the annular channel 3, and then through drilling in the cavity L and M; formed between the sectoral protrusions of the quince (see Fig. 3). Cavity pressure & and 2 at the same time decreases. During this period, adjacent sector protrusions approach each other, and the volumes of cavities 6 and 2 decrease, as the liquid from them passes into the cavities of the l and ll.

First, the speed of movement of the sector projections 6 is less than the speed of movement of the projections. This lag decreases as the drive reaches the set revolutions, idle turns. This is due to the fact that the length and

The cross-section of the elastic shaft 11 is chosen so that its resistance moment even at slight twist angles is equal to the drive torque spent on idling.

When the system goes to idle, the torque of the elastic shaft 11 (due to its twisting) exceeds the amount of torque on the drive shaft. Therefore, sectors S start ahead of sectors a, returning to their original position, and the liquid from cavities A and M completely passes through the channels described above, but only in reverse order, in cavity L and g.

The shock-free coupling under load operates as follows. At the moment of metal capture by rolls, the load on the drive increases sharply (in rolling mills at the moment of metal capture by rolls, the torque value exceeds the idle run time by 30-35 times).

The torque in the system increases so much that its transmission through the elastic shaft 11 can no longer be effected, therefore the force of the driving coupling half 2 is transmitted to the driven 3 sector protrusions a and S through the fluid in the cavity bits.

Under the influence of sector protrusions, the compressed fluid flows from cavities b and 2 in the cavity through the relief valves 13 and 14. Rapid pumping of liquid from one cavity to another creates hydraulic resistance, and the movement of the leading sector protrusions and the followers 6 At a time of capture of metal rolls.

Due to the fact that in any case the drive-rolling mill kinematic chain incorporates elastic links in the form of various transmission shafts and gaps between the various joints, they create additional elastic deformations of the twist at the moment of metal capture by the rolls, and after reduction the magnitudes of the moment on the drive shaft, the elastic twisting deformations begin to act in the direction opposite to the direction of rotation - in the direction of unwinding.

Sector driven lugs S start again ahead of sector lugs of cx, pumping fluid from cavities L and M into cavity L and.

Claims (2)

Since this whole process is carried out in a very short period of time, even unwinding creates new elastic deformations, repeating several times this whole process in the form of oscillations. However, arising as well as shock loads in the moments of metal capture by rolls work as a damping device. During steady-state rolling, the torque is transmitted from the drive to the working stand, from the leading sector vystugs to the followers 6 by their direct resistance. Moreover, the volume of the cavities 6 and 1, the minimum, the volumes of the cavities L and M are maximum, and the elastic shaft 11 is twisted to the maximum value. After the metal leaves the rolls, the load on the drive shaft decreases dramatically. The elastic shaft And begins to twist, since the value of its elastic forces at this moment is greater than the idling moment. Due to the fact that the elastic shaft 11 is comparatively loose for this system, then elastic oscillations do not occur during this period. The rotation of the clutch of an unstressed connection occurs in the same way as during idling. In this case, the whole cycle of operation of the shock-free coupling ends. Claim 1. Clutch shock-free coupling containing two shaft-mounted coupling halves, forming hydraulic cavities connected by a throttle system, characterized in that, in order to simplify the design and eliminate self-oscillations, w /// m FIG. / -tch The lumufta are made with cams at the ends and are covered by a sleeve, the hydraulic cavities are formed by its inner surface and lateral faces of the cams, and an elastic element is installed between the coupling halves. 2. Coupling according to claim 1. This is due to the fact that the throttle system is made in the form of annular grooves, made at one inner end of the hub, and bypass valves located in the openings on the outer surface of the hub. 3. Coupling according to Claim 1, characterized in that the shaft has a central channel, a-the elastic element is made in the form of an elastic shaft located in the channel and rigidly fixed with ends on the half-couplings. 4.Mvfta according to Claim 1, characterized in that it is provided with an annular seal located in the radial clearance between the shaft and the sleeve, and in the coupling halves there are channels equipped with non-return valves connecting the hydraulic cavities with the radial clearance. Sources of information taken into account in the examination: 1. USSR author's certificate number 150327, cl. G 16 B 13/52, 1961. 2. USSR author's certificate number 236921, cl. F 16 B 25/061, 1967.