• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an overload clutch 1 for an electromechanical actuator, comprising a coupling element 2 which can be removably engaged with a shaft 3, so that, when engaged, the shaft 3 is connected to the coupling element 2 in a non-rotating manner, release means 4, which act on the coupling element 2 and are arranged to bring the coupling element 2 into engagement with the shaft 3 or to remove it, and overload means 5 which are arranged, when a torque moment threshold value is exceeded by the coupling element 2, to allow controlled rotation of the coupling element 2, wherein the overload clutch 1 is arranged to act on a secondary charge path of a transmission line for the actuator 10.
    公开号:FR3041398A1
    申请号:FR1658706
    申请日:2016-09-16
    公开日:2017-03-24
    发明作者:Boris Schweitzer
    申请人:Liebherr Aerospace Lindenberg GmbH；
    IPC主号:
    专利说明:

    Overload clutch for electromechanical actuator
    Electromechanical actuators (abbreviations: EMA) are often used in aircraft, particularly aircraft. Aircraft generally have a multitude of electromechanical actuators for adjusting flaps. Thus, each of the various elements that are the rudder, landing flaps and spoilers is connected to at least one electromechanical actuator, which controls the position of the rudder or the flap. The electromechanical actuator is thus typically provided with an overload clutch, which can uncouple when exceeding a limit load acting on the motor damper of the electromechanical actuator, to ensure its protection against damage. .
    A disadvantage of the prior art is that in the case of a flap movement on the basis of a load coming from the outside, the overload clutch can be triggered only if a permissible limit load is exceeded. because the efficiency of the transmission in the motor drive, the active drive, and that of the drive induced from the outside, the passive drive, differ significantly. As a result, it follows that the transmission and the structure of the electromechanical actuators must be correspondingly oversized to protect the motor against damage by a passive drive acting on the shutter from the outside. Oversize components is based on significantly different transmission efficiencies in forward propulsion and retropropulsion. The invention solves the above-mentioned problems via an overload clutch for an electromechanical actuator comprising a coupling member that can be removably engaged with a shaft, so that at a time when the in engagement, the shaft is non-rotatably connected to the coupling member, release means acting on the coupling element and arranged to engage the coupling element with the coupling element. to remove it, and overload means arranged, when a torque moment threshold value is exceeded by the coupling member, to allow controlled rotation of the coupling member and wherein the overload clutch is arranged to act on a secondary load path of a transmission line for the actuator.
    As a result, significant advantages in terms of weight, bulk and costs are attainable. In addition, the clutch of the invention is particularly robust and has only a minimum number of rotating parts, which makes possible an operation requiring only reduced maintenance. The coupling member is to be attached to a shaft, the shaft typically belonging to a motor-driven transmission, which is preferably designed to push a lever for placement of a flap, or the like. The coupling element is thus designed to be fixed on the shaft non-rotatively, in order to achieve a removable connection and rigid in rotation with the shaft.
    The release means acts on the coupling member and can release the coupling member from a state engaged with the shaft, or bring it into engagement with the shaft. Preferably, the coupling element is about to move relative to the shaft. It is thus conceivable that the coupling element can move in an axial direction relative to the shaft, on which the coupling element can come to act releasably. For example, it is conceivable that through such movement claws of a coupling member that cooperate with corresponding recesses or claws of the shaft can be engaged or released. Of course, a toothing is conceivable in place of the claws between the shaft and the coupling element, which in an engaged state, allow a rigid connection in rotation of the shaft and the coupling element.
    The overload means are also designed in a state in which the coupling element is non-rotatably connected to the shaft to allow rotation of the coupling element, provided that a threshold value Torque moment acting on or from the coupling element is exceeded.
    Preferably, the overload means is adapted to, for the controlled rotation of the coupling element that occurs when the torque moment threshold value is exceeded, to limit the moment of the controlled rotation that occurs. when exceeding a torque moment threshold value. Thus, the dimensions of the components acting with the clutch can be smaller.
    According to another optional embodiment of the invention, the torque moment threshold value, the excess of which permits a controlled rotation of the coupling element, differs according to the direction of the torque moment applied.
    In this way, the typically different transmission efficiency in forward and reverse propulsion can be compensated for, so any difference occurring will be taken into account. Similarly, according to another advantageous embodiment of the invention, the moment of retropropulsion will be limited to a uniform value, whatever the direction of rotation of the coupling element.
    Preferably, the overload means, in a preferred embodiment, can be moved together with the coupling element through the release means to bring the coupling element into engagement with the shaft or to release it, the displacement preferably occurring in the axial direction of the shaft.
    Typically, the overload clutch is rotatably symmetrical, the axis of rotational symmetry being an extension of the axis and rotation of the shaft that can be coupled to the coupling member.
    According to another optional improvement of the invention, the overload means and the coupling element are housed in a common anchor housing at which the release element is fixed, so that an engagement or a release of the shaft by a displacement of the anchoring box under the action of the release means is possible.
    More preferably, the coupling element of an alternative embodiment indicated above of the invention is adapted to act with a front side of the shaft. In this case, a toothing may be used for engagement with the shaft, which is provided on a planar side of a ring or plate. The toothing preferably corresponds to a taper-toothing arranged on the shaft, so that by engagement with the shaft, a rigid connection in rotation of the shaft and the coupling element is achieved.
    According to another optional improvement of the invention, the release means comprise an electromagnet and an elastic element, the electromagnet being designed for, in an undervoltage state, to release the coupling element from the shaft to the against a force applied by the elastic element. The elastic member is biased such that the coupling member is urged in a direction of engagement with the shaft. Thus, the electromagnet can also act on the anchor housing described in an alternative embodiment of the invention, and move it via the magnetic action controlled by the electromagnet so that the coupling element is releasably engaged with a tree. It is advantageous that, in a non-tensioned state, the elastic member is pre-stretched such that the coupling member or anchor housing in which the coupling member is arranged pushes in one direction. to implement an engagement with the tree.
    Of course, the contrary operation of the components is also conceivable and included in the invention.
    Preferably, the elastic element is a compression spring, in particular a spiral spring, in the middle of which is disposed the electromagnet. Thus, the electromagnet takes a substantially cylindrical shape around which the compression spring curls spirally at its cylindrical outer surface. According to another preferred variant, the electromagnet can have an axis of rotation which coincides with the axis of rotation symmetry of the overload clutch.
    According to another advantageous variant of the invention, the overload means comprise a sealing ring, stop balls, a snap-in spring and stop ball receiving recesses provided in the coupling element. the sealing ring having recesses, in particular cap-shaped recesses which substantially correspond to the stop ball receiving recesses in the coupling element. In addition, the detent springs are adapted to push the seal ring against the coupling member to produce, using the stop balls arranged between the seal ring and the ball receiving recesses. stop, a torque moment connection, which produces a rotationally rigid connection in rotation to the torque moment threshold value.
    The overload means is generally located on the opposite side of the coupling member which is adapted to removably engage a shaft. The side of the coupling member having the stop ball receiving recesses may be opposed to the side which is adapted to be engaged with the corresponding shaft, or may even constitute the two flat sides of a ring or disc.
    The sealing ring is rotatably mounted on the overload clutch, and is thus partially designed to accept through the stop ball receiving recesses and the stop balls therein partially. received, as well as stop ball receiving recesses arranged on the coupling element, a torque moment of the coupling element to a torque threshold value. This occurs in conjunction with the snap spring pushing the seal ring against the stop ball receiving recesses of the coupling member, or rather against the coupling member. The snap-in spring will be pushed back only if the torque moment threshold value is exceeded, so that the coupling element will rotate until it clicks again.
    The snap spring may also be in the form of a coil spring, and extend from an overhead clutch housing or housing to the seal ring.
    Preferably, the edges in the recesses of the sealing ring and / or the edges in the stop ball receiving recesses in the coupling element are designed differently inclined, so that the threshold value of moment torque, up to which a rigid moment torque connection is given, is different depending on the direction of torque. Through the inclined edges, the controlled rotation of the coupling element according to the inclination of the edges allows a more or less large torque threshold value. If the edge is more inclined, the stop ball remains in the recess up to a higher moment torque threshold value, and if the edge is flatter, the stop ball already leaves the recess at torque moment threshold value lower. Preferably, the edges are uniform in each direction of rotation.
    Preferably, the stop balls are movably or fixedly arranged in a coupling ring. On both sides of the coupling ring, in both positions, protruding protrusions of semi-spherical shape or spherical cap-shaped. Stop balls and the sealing ring or stop balls and the coupling element may also constitute a one-piece component.
    According to an optional further variant of the invention, it further comprises a pull rod which is adapted to move the overload means and the coupling member to a position in which the coupling member is released from the shaft, the displacement being preferably in the axial direction of the shaft engageable with the coupling element.
    Therefore, in a maintenance case, independently of other influences, the overload clutch can be brought into a disengaged state.
    Preferably, the axis of rotation of the pull rod is identical to the axis of rotation of the coupling element or to the axis of rotation symmetry of the overload clutch.
    An additional advantage of the pull rod is that it is designed to move the coupling element into a position via a force applied by a user, so that the shaft is released. traction rod preferably being surrounded circumferentially by an electromagnet, the piece of the release means.
    In this case, regardless of the state and functionality of the release means, the shaft can be released from the coupling element, which is an advantage for example in the case of maintenance.
    In addition, the overload clutch is designed to act on a secondary charge path of a transmission line for an actuator. The invention also relates to an electromechanical actuator, in particular for driving a spoiler in an aircraft, preferably comprising an overload clutch according to any one of the preceding claims, a motor, and a transmission preferably comprising a preliminary stage of transmission and a main transmission stage, the overload clutch acting on a shaft of the transmission.
    According to the invention, the electromechanical actuator is designed so that the overload clutch is arranged in a secondary load path of the actuator. The arrangement of the overload clutch in a secondary load path causes the overload clutch to interact exactly with only one shaft. During an actuator drive by the motor, the overload clutch is released from the shaft, and is thus released from the moment path of the motor to the flap. This offers the advantage that the combined resistance between the motor and transmission in the transmission line is reduced. Other advantages and features of the present invention will appear from the following description of the accompanying drawings, in which: FIG. 1 shows different positions of a spoiler flap of an aircraft, FIG. 2 is a diagram of FIG. an electromechanical actuator according to the prior art, FIG. 3 is a diagrammatic representation of the forces to be applied for the control of a spoiler, FIG. 4 represents an electromechanical actuator according to one embodiment of the invention, FIG. in longitudinal section of the overload clutch according to the invention, FIG. 6 is a partial longitudinal sectional view of the overload clutch according to the invention, with a force path drawn in case of overload, FIG. an oblique view of an overload clutch in section according to the invention, and Figure 8 shows the overload clutch according to the invention in an exploded view.
    Figure 1 shows different representations of spoiler flaps at the aerodynamic surface 12 of an aircraft. We distinguish the spoiler 11 and the landing flap 13, which can both rotate to some extent about an axis. The upper image shows respectively the spoiler 11 and the landing flap 13 in a non-deflected state, which can be defined by a 0 ° deviation. This flap position is typical of the "cruising" phase of the aircraft, in which the spoiler flap 11 is located on the landing flap 13, and is in a locked state. The middle image among the three shows the position of the spoiler flap 11 during a landing. The spoiler flap 11 is controlled at 50 ° and provides a descent of the aircraft.
    The third image shows the position of the spoiler flap 11 at takeoff or during a landing. The landing flap 13 is thus released, so that a rotation towards the lower face of the aerodynamic surface 12 is visible. The spoiler flap 11 is similarly adjusted from below, so that the spoiler flap direction takes a value of -12 °.
    Figure 2 shows a schematic construction of an actuator known from the prior art with reference to an actuator for controlling a flap or spoiler. The motor 14 drives, via the drive shaft, a preliminary transmission stage 15, in which, with the aid of a reduced deviation, the moment of entry is increased. Through the transmission main stage 16, the moment is increased until the required training time is reached. By the control of the motor 14, the aircraft control flap 17 is moved to any desired position, and is held there. The electromagnetic brake 19 ensures that when the engine 14 is off, the control flap 17 will not be returned to its position by aerodynamic loads. The mechanical overload clutch 20 is then coupled when a limit value of the load of the engine is exceeded, disadvantageously according to the state of the art shown in FIG. 2, so that by driving the flap 17 via a load On the other hand, the overload clutch 20 can be released by clearly exceeding the load limit, because forward and reverse propulsion transmission efficiencies are significantly different. As a result, the transmission 15, 16 and the structure of the actuator must be oversized accordingly.
    Numerals 18 and 19 indicate a brake disc 18 and a brake support 19, which can exert a braking action on the output shaft connected to the engine ~ ΤΆ ~, or keep the flap 17 in position.
    Figure 3 is a schematic view of an aircraft control flap (panel) driven by an actuator (actuator) and positions that can be taken by the aircraft control flap. Here, the moment acting on the joint is represented graphically according to the deflection direction of the control flap.
    You can see the area that the shutter can occupy. This last extends over a given angle, according to which the moment acting on the articulation of the shutter is established. The moment changes sign when passing the null aerodynamic position identified by T = 0Nm. In this position, no force is exerted on the articulation of the shutter by the load of the wind.
    Figure 4 is a schematic representation of an electromechanical actuator 10 with the overload clutch 1 of the present invention. The overload clutch 1 is a component of the electromechanical brake in the secondary charge path. In the main charge path, which is graphically separated from the secondary charge path by a line interrupted by points, the motor 14 drives the preliminary transmission stage 15, and the latter transmits the main transmission stage 16. If the position the flap 17 must be modified by the motor 14, the overload clutch 1 must be uncoupled so that the preliminary transmission stage 15 can rotate freely. The motor 14 will stop until it has reached an end position of the flap 17, by making sure that from one side of the overload clutch 1 a coupling element engages with the shaft, and thus limits the shutter moment.
    In the event that the transmission fails, the components must be protected against overloads. Therefore, a clutch is provided, which is triggered automatically during a power failure and the structural elements, as well as the transmission 15, 16, can be protected against overload, which can be caused by the control flap 17 in the transmission 15, 16. It should be noted in particular that the main transmission stage 16 has different efficiencies in the two load directions, both the active drive caused by the motor 14 and the the displacement drive by the force of the wind acting on the flap 17, typically caused by the resistance of the air. For the design and dimensioning of the overload clutch 1, the retropropulsion efficiency in the passive case is decisive.
    It must therefore be ensured that the control flap 17 moves in the passive case, also without any driving force of the motor 14, by exceeding a torque moment threshold value acting on the flap 17 in the direction zero aerodynamic position. This zero position is indicated pat t = 0Nm in Figure 2. If the flap 17 is moved via an external load, the latter can not exceed a requested load limit otherwise damage to the flap 17, to the main transmission stage 16, the preliminary transmission stage 15 or the shaft 3.
    Figure 5 is a sectional view of the overload clutch 1 according to the invention. It is clear that the basic construction of the overload clutch 1 is rotationally symmetrical about a dotted line passing through the middle of the clutch 1. The coupling element 2 is stored which can be moved in the case 8 of the overload clutch 1. In the case 8, the coupling element 2 can perform a rotational movement, the axis of which is also the line interrupted by points passing through the center of the clutch. overload 1, and can move back and forth along that axis in an axial direction. In order to achieve a rigid connection in rotation with a shaft (not shown), a toothing 21 is provided on the side of the coupling element 2 facing the shaft, which can be brought into engagement with recesses / corresponding projections of the tree. The release means 4 have in this embodiment an electromagnet 41 and a compression spring 42 receiving the electromagnet 41 at its center. The compression spring 42 pushes the coupling element into a position in which a shaft is engaged with the toothing 21 provided for this purpose of the coupling element 2. According to the orientation shown in the figure, this corresponds at a thrust of the coupling element 2 to the left. The electromagnet 41 is at the same time in a state under tension designed to cause the coupling element 2 to move to a position such that the toothing 21 of the coupling element 2 is not in engagement with a shaft . According to the orientation shown in FIG. 5 of the overload clutch 1, this corresponds to a displacement towards the right for a live state of the electromagnet 41.
    The overload means 5, which allows controlled rotation of the coupling element 2 through the coupling element 2 when exceeding a torque moment threshold value, comprises in this embodiment a ring 51, which is arranged rigid in rotation in the overload clutch 1, stop balls 52, at least one snap-in spring 53 and stop ball receiving recesses 54, which are arranged on the opposite side to the toothing 21 of the coupling element 2. The snap-in spring 53 pushes the sealing ring 51 against the stop ball receiving recesses 54 in the coupling element 2, so that the stop balls 52 arranged between the stop ball receiving recesses 54 and the sealing ring 5Ί are pushed into suitable recesses for this purpose. The individual stop balls 52 can be interconnected by a coupling ring 56, and can be movably or fixedly arranged in the coupling ring. Through the snap coupling generated by the load means 5, a rigid connection in rotation of the coupling element 2 and the sealing ring 51 is established until the value of torque moment threshold of the coupling element 2. Only after exceeding this torque moment threshold value, the compression spring 53 is compressed so that the coupling element 2 is no longer engaged with the stop balls 52 and can be rotated independently of the sealing ring 51. Exceeding the torque moment threshold value is sufficient for the force of the snap-in spring 53 to push the stop balls 52 back into position. the recesses provided for this purpose, so that a rigid connection in rotation between the coupling element 2 and the sealing ring 51 is restored.
    In addition, it is also possible to see that the overload means 5 and the coupling element 2 are in a common anchoring housing 6, so that the release means 4 can act on it and cause axial displacement. of the anchorage box 6 also for a corresponding axial displacement of the coupling element 2 and overload means 5.
    It is of little importance that the snap-action spring 53, with its end not located in the sealing ring, cooperates with the anchoring casing 6 or a casing 8 of the overload clutch. In the latter case, however, a recess in the anchoring casing 6 is nevertheless required, through which the snap-in spring 53 can pass.
    A pull rod 7 is also visible, by means of which the coupling element 2 can also be brought manually into a position which does not allow engagement with the shaft. For example, a rotary knob 9 may be provided, which by rotation in one direction displaces the pull rod 7 and the anchor housing 6 connected to the pull rod 7, and hence the coupling element 2 and the overload means 5, axially in a direction away from the shaft. Therefore, even in a non-energized state of the electromagnet, for example in a maintenance case or the like, it must be ensured that the shaft 3 cooperating with the coupling element 2 can be brought out of engagement. . For this purpose, the pull rod 7 extends centrally through a preferably cylindrical electromagnet 41 and is connected to the anchoring housing 6, so as to allow its displacement in an axial direction. In the orientation illustrated in Figure 5, a rotation of the rotary knob 9 causes a displacement of the anchor box 6 to the right.
    A description of various embodiments of the electromechanical actuator will now be made.
    In the case where the electromechanical actuator must change the position of a flap 17, the electromagnet 41 is energized, so that the anchoring box 6 and with it the coupling element 2 and the means overload 5 will be attracted. Thus, the anchor box 6 moves on cylindrical pins 54 shown only in FIG. 8, which are preferably arranged in the middle of the spiral-shaped snap-in spring 53. Thus, a device for decoupling from the moment path is planned. The compression spring 42 is compressed so that in this mode the electric motor 14 can move and hold the flap 17 in a desired position. The clutch-1 is not active, but is decoupled from the main load path.
    In addition, there is the standby mode, in which when the end position of the flap 17 is reached, the flow of current in the electromagnet 41 will end, so that the compression spring 42 will move the housing anchoring 6 as a whole in the direction of displacement of the shaft 3 to bring in connection with the toothing 21. Thus, the toothing 21 of the coupling element 2 engages in the moment path. In this state, the flap 17 is held in its current position until a permissible torque moment threshold value acting on the coupling element 2 (time limit) is exceeded.
    If this torque moment threshold value is exceeded, the coupling ring 56 or the coupling element 2 begins to rotate, so that its moment will be transferred to the stop balls 52. stop 52 then move outside the preferably cup-shaped recesses, so that the sealing ring 51 is pressed against the snap-in spring 53. Alternatively, it is also conceivable that the coupling element 52 provided with the recesses 54 is released from the stop balls 52, the latter remaining in their recesses 55 of the sealing ring 51. This is for the additional interpretation, but without great importance, that the same effects can be obtained .
    There is therefore a rotation of the coupling element 2, the torque of which is decreased by the moment of retropropulsion which is generated by the snap-in spring 53, the sealing ring 51 and the stopping balls. 52. The compression spring 42 is not compressed by this process. In addition, the electromagnet 41 will not be subjected to a loaded overload because noforceaxial component occurs on the level of the sealing ring 51.
    Figure 6 shows the force path formed for the case of overload.
    The latter extends closed from a moment of rotation of the coupling element 2 via the stop balls 52, the locking ring 51, and the locking spring 53.
    The edges of the stop ball receiving recesses 54 of the coupling element 2 and the edges of the recesses 55 of the sealing ring 51 are not designed identical not with respect to the direction of rotation, but are different. concerning their slope. This thus leads to the overload situation resulting from a positive deflection (positive deformation) of the flap 17 triggered only at a higher torque moment threshold value, as well as a negative deflection (negative deformation). Thus, the overload moment is triggered different by a change in the edge angle, or by the inclined edge angle differently caused by a force induced from the outside. From a positive deviation, a higher torque moment threshold value is generated specifically for the case of overload, as from a negative deviation of the flap 17.
    Figure 7 is a sectional view similar to Figure 5, but with a perspective part which facilitates the understanding of the invention. As FIG. 7 hardly differs from FIG. 5, it will suffice to refer to the description of FIG. 5.
    Figure 8 is an exploded view of an overload clutch according to the invention, where the arrangement of the components in the overload clutch 1 is clearly apparent. Figure 8 shows no other components than those already mentioned, so that a detailed description will not be made either. The invention offers significant achievable advantages in terms of weight, bulk and cost, since the dimensioning of the components is defined solely by the aerodynamic loads.
    In addition, the electromagnet 41 used does not need to be sized as if it were designed for the torque to be transmitted. It merely serves to activate, namely the reciprocating movement, of the coupling element 2 to engage with the shaft 3 or to free itself from it. The overload clutch 1 also includes an anchor housing 6, but however the electromagnet 41 associated with the anchor housing 6 still needs its spring 42 to limit a torque moment.
    In addition, the overload clutch 1 as a whole has only a minimal number of rotating components, namely the coupling element 2 and possibly a grooved ball bearing.
    权利要求:
    Claims (14)
    [1" id="c-fr-0001]
    An overload clutch (1) for an electromechanical actuator, comprising: a coupling member (2) which can be removably engaged with a shaft (3), so that when engaged, the shaft (3) is non-rotatably connected to the coupling element (2), release means (4) acting on the coupling element (2) and arranged to engage the coupling member (2) engaged with or removing the shaft (3), and overload means (5) which are arranged when a torque moment threshold value is exceeded by the coupling element (2), to allow controlled rotation of the coupling element (2), wherein the overload clutch (1) is arranged to act on a secondary load path of a transmission line for the actuator (10).
    [2" id="c-fr-0002]
    Overload clutch (1) according to claim 1, wherein the torque moment threshold value is different depending on the direction of the torque moment applied.
    [3" id="c-fr-0003]
    Overload clutch (1) according to any one of the preceding claims, wherein the overload means (5) and the coupling element (2) can be moved by the releasing means (4) to bring the coupling member (2) engaged with or releasing the shaft (3), so that preferably the displacement occurs in the axial direction of the shaft (3).
    [4" id="c-fr-0004]
    An overload clutch (1) according to any one of the preceding claims, wherein the overload means (5) and the coupling member (2) are received in a common docking housing (6) on which the releasing means (4) act, so that engagement with or release from the shaft (3) is possible by means of movement of the anchoring housing (6). ) caused by the releasing means (4).
    [5" id="c-fr-0005]
    Overload clutch (1) according to any one of the preceding claims, wherein the coupling element (2) is arranged to act on a front end side of the shaft (3), preferably by via a toothing (21) provided at the coupling element (2) which is provided on a flat side of a ring or plate.
    [6" id="c-fr-0006]
    Overload clutch (1) according to any one of the preceding claims, wherein the release means (4) comprise an electromagnet (41) and a resilient element (42), the electromagnet (41) is arranged, in a state under tension, to release the coupling element (2) from the shaft (3) against a force applied by the elastic element (42), and the elastic element (42) is biased to urge the coupling member (2) in one direction to engage the shaft (3).
    [7" id="c-fr-0007]
    7. overload clutch (1) according to claim 6, wherein the elastic element (42) is a compression spring, in particular a spiral spring, in the middle of which is disposed the electromagnet (41).
    [8" id="c-fr-0008]
    8. Overload clutch (1) according to any one of the preceding claims, wherein the overload means (5) comprise a sealing ring (51), stop balls (52), a snap-in spring (53) and stop ball receiving recesses (54) in the coupling member (2), the sealing ring (51) has cup-shaped recesses (55) which substantially correspond to the recesses receiving ball (54) of the coupling element (2), the detent spring (53) pushes the sealing ring (51) against the coupling element (2) to produce a moment torque connection with the stop balls (52) arranged between the sealing ring (51) and the stop ball receiving recesses (54), which produces a rigid rotary connection up to to the torque moment threshold value.
    [9" id="c-fr-0009]
    The overload clutch (1) according to claim 8, wherein the edges of the recesses (55) of the sealing ring (51) and / or the ball catch receiving recesses (54) of the element coupling members (2) are designed differently inclined, so that the torque moment threshold value, up to which a rigid moment torque connection is given, is different in the torque moment direction.
    [10" id="c-fr-0010]
    10. Overload clutch (1) according to any one of claims 8 or 9, wherein the stop balls (52) are arranged movably or fixed in a coupling ring (56).
    [11" id="c-fr-0011]
    The overload clutch (1) according to any one of the preceding claims, further comprising: a pull rod (7) which is adapted to move the overload means (5) and the coupling member (2) to a position in which the coupling element (2) is released from the shaft (3), in which preferably the displacement is in the axial direction of the shaft (3).
    [12" id="c-fr-0012]
    Overload clutch (1) according to claim 11, wherein the axis of rotation of the pull rod (7) is identical to the axis of rotation of the coupling element (2), or axis of rotation symmetry of the overload clutch.
    [13" id="c-fr-0013]
    An overload clutch (1) according to any one of claims 11 or 12, wherein the pull rod (7) is adapted to move the coupling member (2) into a position via a force applied by a user such that the shaft (3) is released therefrom, in which preferably the pull rod (7) is circumferentially surrounded by an electromagnet (41), the piece of the release means (4).
    [14" id="c-fr-0014]
    An electromechanical actuator (10), particularly for driving an aircraft spoiler (11), comprising: an overload clutch (1) according to any one of the preceding claims, a motor (14), and a transmission (15); , 16), preferably comprising a preliminary transmission stage (15) and a main transmission stage (16), in which the overload clutch (1) acts on a shaft (3) of the transmission (15, 16) wherein the overload clutch (1) is arranged in a secondary load path of the actuator (10).
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    同族专利:
    公开号 | 公开日
    FR3041398B1|2019-10-04|
    DE102015012237A1|2017-03-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1152357B|1957-04-12|1963-08-01|Haller Gmbh Fahrzeugbau|Drive device for the distribution or conveying devices arranged in the interior of garbage collection containers|
    US4293060A|1978-10-24|1981-10-06|Facet Enterprises, Inc.|Electromagnetic friction clutch with overload release|
    US4905805A|1988-05-27|1990-03-06|Sundstrand Corporation|Torque limiting clutch with by-pass|
    FR2975151A1|2011-05-12|2012-11-16|Liebherr Aerospace Gmbh|BI-DIRECTIONAL ROTATION LOCKING OR LOCKING DEVICE|
    DE102012000987A1|2012-01-21|2013-07-25|Liebherr-Aerospace Lindenberg Gmbh|rotation lock|
    FR957761A|1950-02-25|
    US3251441A|1964-04-02|1966-05-17|Carl E Winter|Clutch|
    DE102013000544A1|2013-01-15|2014-07-17|Liebherr-Aerospace Lindenberg Gmbh|Return stopper for use in gear box of geared rotary actuator in high lift system of airplane, has brake element staying in connection with ramp plates in certain position to prevent movement of plates by friction effect with brake element|DE102016010914A1|2016-09-08|2018-03-08|Liebherr-Aerospace Lindenberg Gmbh|High-lift system for an aircraft and aircraft|
    EP3378760A1|2017-03-24|2018-09-26|Airbus Operations GmbH|Wing for an aircraft|
    EP3378762A1|2017-03-24|2018-09-26|Airbus Operations GmbH|Wing for an aircraft|
    DE102018129367A1|2018-11-21|2020-05-28|Liebherr-Aerospace Lindenberg Gmbh|Clutch assembly and aircraft|
    DE102019113946A1|2019-05-24|2020-11-26|Liebherr-Aerospace Lindenberg Gmbh|Load limiting device with load holding clutch|
    DE102020112358A1|2020-05-07|2021-11-11|Liebherr-Aerospace Lindenberg Gmbh|Aircraft high-lift system with locking device for the transmission line|
    法律状态:
    2017-09-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 3 |
    2019-09-25| PLFP| Fee payment|Year of fee payment: 4 |
    2020-09-25| PLFP| Fee payment|Year of fee payment: 5 |
    2021-09-24| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102015012237.1A|DE102015012237A1|2015-09-18|2015-09-18|Overload coupling for electromechanical actuator|
    DE102015012237.1|2015-09-18|
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