RU2523853C2 - Tooth gear of torsion torque conversion with possibility of controlled jamming - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention relates to mechanical engineering and can be used in the motor-vehicle construction and machine tool industry, transport and load-lifting mechanisms, as well as devices that convert torsion torque at an outlet link or absorb the torsion torque, applied to the input link. A tooth gear of torsion torque conversion with the possibility of controlled jamming comprises a chain of gear wheels (4) with rims of different diameters, mounted on a shaft (5) with two degrees of freedom with a possibility of rotation and transverse linear or circular movement, shift relative to the gear wheels (1, 2), mounted on a shaft (3). The gear wheels (1, 2) are interconnected. The gear wheels (1, 2) can also be kinematically linked with each other with a constant transmission ratio of the chain of gear wheels (4). Torsion torque to the shaft (3) is attached simultaneously with a force, displacing the chain of gear wheels (4), mounted with two degrees of freedom, in the transverse linear or circumferential direction.

EFFECT: invention allows creation of the built-in tooth gear with a possibility of controlled secure jamming and unjamming, as well as devices capable to convert rotational speeds and transmitted torsion torque or its absorption.

5 cl, 5 dwg

Description

The invention relates to the field of mechanical engineering and is intended for use in the automotive and machine tool industries, transport and lifting mechanisms, as well as devices in which the conversion of torque at the output link or absorption of the torque applied to the input link is performed.

Various gears are known. Toothed gears are with fixed axles of the wheels and with movable axes that make circular movements. Two or more gears form a gear mechanism. These mechanisms are described, for example, in Artobolevsky II. “Mechanisms in modern technology”, Volume 4 “Gear mechanisms”. Gears and mechanisms are the most common type of mechanism. Gears and mechanisms have a large transmitted power per unit mass, compactness, durability, high efficiency They are designed to transmit rotational motion and transform its parameters, and at the same time are made either with a constant gear ratio or with the possibility of stepwise change of the output parameters.

A disadvantage of the known gears and mechanisms is the impossibility of continuous and controlled regulation of the magnitude of the transmitted torque applied to the input link, as well as the possibility of changing it, partial or complete absorption if necessary.

There are known cases of jamming of gears and mechanisms, in particular gears with bevel wheels, requiring careful assembly, since when the wheels are longitudinally shifted to one side or the other from the specified position, the gap between the teeth changes, which can lead to jamming of the teeth, impaired wheel performance and jamming .

But this phenomenon under certain conditions and the design of the gear train can be useful. The idea of obtaining a state of gear jamming and jamming that is safe for gearing in gears can be used to create gear mechanisms for converting or absorbing torque with the possibility of controlled jamming.

The problem to which the claimed invention is directed, is to implement the idea of creating an embedded gear with a constant gear ratio or gear mechanism with the possibility of changing the transmitted torque applied to the input link, or its absorption with the possibility of obtaining a state of safe jamming of the gears while having a high efficiency, not requiring cooling systems, capable of reliable operation as low x, and at high speeds, which must meet modern requirements for safety, durability, usability, installation and operation.

The problem of gear transmission of torque conversion with the possibility of controlled jamming is solved due to the fact that it contains at least a block of gears installed with two degrees of freedom, with the possibility of rotation and transverse linear or circular movement, shift relative to the gears, connected in pairs by gearing with gears of different diameters of this block, the gears being either interconnected or kinematically connected to each other with a constant gear at least a block of gears mounted on its axis, while the torque to the transmission link is rotatably applied at the same time as the force shifting the block of gears in the transverse linear or circular direction, installed with two degrees of freedom.

It can be made with elements of a bevel gear, with blocks in the form of connected gears.

It can be made with elements of a cylindrical gear.

A block of gears with two degrees of freedom can be mounted rotatably on a slide for transverse linear movement, shift.

The block of gears with two degrees of freedom can be mounted rotatably on the carrier for circular movement, shear.

The technical result achieved is the creation of mechanisms from one or a combination of gears with the possibility of controlled safe jamming, as well as devices capable of converting rotation speed and transmitted torque or its absorption, the value of which depends only on the strength characteristics of the gears.

This is achieved by using technical solutions in the design, which allow changing the transmitted torque, as well as obtaining the state of controlled safe jamming and wedging between the input and output link of the gear or mechanism, eliminating friction links and cooling systems.

The invention is illustrated by drawings, which do not cover and, moreover, do not limit the entire scope of the claims of this technical solution, but are only illustrative materials of a particular case of execution.

Figure 1 shows the kinematic diagram of the gear transmission of torque conversion with the possibility of controlled jamming, option 1.

Figure 2 is a kinematic diagram of a gear transmission of torque conversion with the possibility of controlled jamming, option 2.

Figure 3 is a diagram of the forces that occur when working in gearing gears of a bevel gear.

In Fig.4 is a diagram of the forces that arise when working in gearing gears of a gear in the equilibrium state in Fig.1.

In Fig.5 is a diagram of the forces arising when working in gearing of the gears of the gear in the equilibrium state in Fig.2.

Consider the kinematic scheme of the gear transmission of the torque conversion with the possibility of controlled jamming, presented in figure 1, figure 2. The gear drive converting torque with the possibility of controlled jamming contains a block of gears 4 on the shaft 5, mounted with two degrees of freedom, with the possibility of rotation and transverse linear or circular movement, more specifically, a shift relative to the gears 1 and 2 mounted on the shaft 3 connected in pairs by engagement with gears of different diameters of this block, and gears 1 and 2 are either interconnected in the block, figure 1, or kinematically connected to each other with a constant gear nym ratio, as a special case, the block gear 7 mounted on its shaft 8, 2. In this case, the torque to the transmission link with the possibility of rotation, for example, to the shaft 3, is applied simultaneously with the force shifting the block of gears 4 in the transverse linear or circular direction. Moreover, the transverse movement of the block of gears 4 with its shaft 5 is carried out by means of the slide 6 and guides, in figure 1, or by means of a carrier 6, in figure 2, circular movement is carried out.

The gear transmission of the torque conversion with the possibility of controlled jamming is built into the device and works with the conversion of torque, provided that the links of this device are simultaneously applied torque, for example to shaft 3 or shaft 8, figure 2, and shear in the transverse direction the force applied to the slide 6 in the guides, in figure 1, or the carrier 6, in figure 2. As a result, it is possible to change the transmitted torque or to obtain a state of safe jamming of the gears engaged and the whole torque applied to the input shaft is absorbed by the gear transmission and will be transmitted to the housing or device in which the torque conversion gear is installed or integrated. This occurs when the sum of the forces and moments arising in the meshing of the gears of the gear transmission are equal to zero and the system is in equilibrium.

For clarity, we consider a conventional bevel gear transmitting torque in Fig. 3, and the forces arising in this engagement, the circumferential F1, F2, radial Fr1, Fr2 and axial Fa1, Fa2 acting on the gears 1 and 4, respectively. In comparison, a different situation arises in gears operating on the principle of torque conversion and controlled jamming of gears. The circumferential forces arising in this engagement are shown in FIG. 4 and FIG. 5, respectively, explaining the description for FIG. 1 and FIG. 2. In this case, the radial and axial forces are not taken into account, since they are compensated by bearing bearings.

Figure 4, the work is as follows. The block of gears, consisting of connected gears 1 and 2, has one degree of freedom - rotation and, in fact, is similar to a bevel wheel with a wide gear rim. The block of gears 4 mounted on a slide in the guides 6 in this gear is driven and has two degrees of freedom - rotation and, together with the axis, parallel, relative to its initial position, lateral movement along the guides in the plane of action of the circumferential forces F1, F2 in engagement. At the same time, the torque Mkr1 is supplied to the block of gears 1, 2 and a force F is applied, which sets the transverse movement to block 4. The block of gears 1, 2 rotates on its axis and at the same time there is a rectilinear movement (shift) by Δ of the slide with block 4 depending on the size of the gap between the teeth of the mating gears. Gaps are selected, misalignment appears and the side surfaces of the teeth of the two gear rims of the gears 1 and 2 are in opposite directions in contact with the side surfaces of the teeth of the gear rims of the block 4 at two points (contact points). In Fig. 4 these are points a1, b1 of a block of gears 1, 2, similar points a2, b2 for block 4. For ease of perception, for Figs. 4 and 5, we assume that:

where F is an additional balancing force applied to the slide with the block of gears 4.

F1 is the circumferential force acting in engagement on the block of gears 1, 2 at the contact point a1;

F2 is the circumferential force acting in engagement on the block of gears 4 at the contact point a2.

Safe jamming in the gear transmission or the equilibrium state in our case can be performed provided that at any moment the sum of the forces and moments acting on the block of gears 1, 2 and the block of gears 4 arising in the gear with applied torque Mkr1 to the block of gears 1, 2 will be zero. We also assume that the shortest distance from the axis of block 4 to the point of contact b2 is two times less than the shortest distance from the axis of block 4 to the point of contact a2. This is easily achieved by the design of the mechanism. As a result, the transmission itself will be in equilibrium.

The sum of the forces and torques about its axis (two degrees of freedom - rotation and linear movement), acting, for example, on the gear rims of block 4:

where 2F2 is the circumferential force acting in engagement on the block of gears 4 at the contact point b2;

R is the shortest distance from the axis of block 4 to the point of contact b2;

2R is the shortest distance from the axis of block 4 to the contact point a2.

In Fig.5, the work is as follows. Gears 1 and 2, as well as a block of gears 7 have one degree of freedom - rotation. The block of gears 4 mounted on the carrier 6, in this transmission is driven and has two degrees of freedom - rotation and circular motion relative to gears 1 and 2. At the same time, the torque Mkr1 is supplied, for example, to the shaft 8 of block 7 and a force F is applied, which defines the circular movement (shift) of block 4. The wheels of block 7 rotate on their axis, wheels 1 and 2, and simultaneously the carrier 6 is rotated by Δ s block 4, depending on the size of the gap between the teeth of the associated gears. Gaps are selected, and when interacting with the teeth of the gears 1 and 2, which are simultaneously engaged with the gears of the blocks 4 and 7, circumferential forces at the contact points act simultaneously on the side surfaces of the teeth of the gears of the blocks 4 and 7. In Fig. 5, the contact points a1, b1 of block 7, similar points a2, b2 for block 4. The equilibrium condition is met when the sum of forces and torques about its axis, acting, for example, on the gear rims of block 4 will be:

To unblock the wheels and continuously control the speed of the output link or brake the input link, a small amount of torque can be applied to the output shaft to overcome the frictional forces arising in the bearings.

The design provides for both complete absorption of the loading torque, and partial and depends on the diametrical dimensions of the gears or the ratio of the applied forces to the input links. In this case, the transmission operates in a torque conversion mode in the forward and reverse direction.

Claims (5)

1. The gear transmission of torque conversion with the possibility of controlled jamming, characterized in that it contains at least a block of gears mounted with two degrees of freedom with the possibility of rotation and lateral linear or circular movement, shift relative to gears, pairwise engaged with gears of different diameters of this block, and gears are either interconnected or kinematically connected to each other with a constant gear ratio, possibly at least a block of gears mounted on its axis, while the torque to the transmission link is rotatably applied at the same time as the force shifting the block of gears in the transverse linear or circular direction, installed with two degrees of freedom. 2. The gear according to claim 1, characterized in that it is made with elements of a bevel gear, with blocks in the form of connected gears. 3. The gear according to claim 1, characterized in that it is made with elements of a cylindrical gear. 4. The gear transmission according to claim 1, characterized in that the block of gears with two degrees of freedom is mounted to rotate on the rails for the possibility of transverse linear movement, shift. 5. The gear transmission according to claim 1, characterized in that the block of gears with two degrees of freedom is mounted with the possibility of rotation on the carrier for the possibility of circular movement, shift.

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