一種肉片切片疊片機設計【含CAD圖紙和說明書】
一種肉片切片疊片機設計【含CAD圖紙和說明書】,含CAD圖紙和說明書,一種,肉片,切片,疊片機,設計,cad,圖紙,以及,說明書,仿單
一種新型肉片切片疊片機設計
開題報告
一、綜述
背景：目前國內(nèi)高質量的食品加工機械不能滿足市場需求，肉塊切片的切肉機也是如此，現(xiàn)今，大量的切肉機都是卷形的，缺乏片形切肉機。隨著人民生活水平的不斷提高和對肉類食品消費的增高，該市場將進一步擴大。
目的：設計一種能夠切出不同薄厚、不同形狀，并能折疊成片形的肉片切機，同時還要保證切片速度較高，操作簡單、方便、可靠。
意義：滿足市場需求，使其產(chǎn)品多樣化。
市場現(xiàn)狀：
圖1 SFS-350G型立式全自動凍肉切片機
特點：
1. 日常免加機油維護，避免因缺少日常保養(yǎng)(加油)導致的機械性損壞，延長機器使用壽命。
2. 大功率電動機，刀片電機功率高達550W，走動電機功率高達750W 。
3. 刀片、大行程，可同時切三卷羊肉或一卷肥牛，切片厚度0~16mm任意調(diào)節(jié) 。
4. 動設計使切肉速度達到50次／分的速度(每小時能切9200片羊肉) 。
5. 采用高精密蝸桿蝸輪減速機傳動，機器運轉的低噪音及整機運行的穩(wěn)定性極佳。
6. 獨創(chuàng)的磨刀結構，使磨刀操作更加方便和安全。
7. 機器配有漏電保護開關、點動開關、急停開關，操作更加安全。
8. 機身采用高強度矩形鋼管焊接噴涂制作，大大增加了整機強度。
9. 一年364天無需加油，保養(yǎng)更簡便壽命更長久。
圖2 NFC-300 臺式冷凍肉切片機 圖3 NFC-300臺式冷凍肉切片機
特點：
1、 雙電機獨立驅動，動力充沛，工作時運行平穩(wěn)，噪音小。
2、 機身材質采用鋁鎂合金及不銹鋼，鋁鎂合金經(jīng)陽極處理，不生銹，耐腐蝕，保證食品衛(wèi)生。
3、 采用立體交叉結構壓肉，對肉坯尺寸、形狀沒限制。
4、 圓刀耐腐蝕性強，磨刀簡單，刀刃鋒利。
5、 外形美觀，性價比強。
6、 每小時可切5760片（兩排），最后一片也切得很好，可均一切割-7℃以內(nèi)冷凍肉。
7、 配有點動開關，急停開關，安全可靠。
8、 特制加大接肉臺，方便使用。
9、 采用雙電機獨立驅動方式、增強切削動力。
10、 配有電機過載保護和失壓保護裝置、確保機器的正常運轉及操作者的人身安全。
圖4 JNKRD-2L型羊肉切片機 圖5 JNKRD-2L型羊肉切片機
特點：
1. 采用立刀直切式原理，根據(jù)客戶需要可切粗卷、細卷、等多種卷形，肉卷在零下18度無需解凍，可直接上機切片。
2. 加工量為每小時45-85KG，厚度可調(diào)整為0.3-3mm。
3. 出卷成型好，不連刀，排列整齊，方便客戶裝盒裝袋。
調(diào)研分析：
第一種機器，雖有切肉高效，機器使用使用壽命長，但操作較復雜，沒有切玩肉的對形狀的管理，直接成卷狀。第二，三種機器，和第一種一樣，都沒有切完肉的對形狀的管理，直接出卷狀?，F(xiàn)今市場普遍的切肉機都是切完直接成卷狀，沒有對切完肉片的管理。設計出一款自動化的，簡單，高效的從放肉到切完肉疊片的機器應該是很有市場前景的。
二、研究內(nèi)容
設計要求：
1. 設計一種能夠切出不同薄厚，并能折疊成所需要的形狀的肉片切機。
2. 該切機應滿足所需要的功能要求，同時還要保證切片速度較高，操作簡單、方便、可靠。
根據(jù)調(diào)研和設計要求提出以下兩種設計方案：
方案一：機械式傳動切肉機
利用聯(lián)軸器連接電動機和軸，使軸具有轉速，在軸上連接傳動件控制運輸帶，切刀和擋板的相互配合，使其形成完美循環(huán)。
方案二：數(shù)控機床式切肉機
用數(shù)控機床來控制肉的進給和切刀，實現(xiàn)肉塊切成肉片的動作。
方案比較：我選擇方案一
方案一優(yōu)點： 操作簡單
制造成本低
換刀容易
方案二缺點： 制造成本高
換刀麻煩
設計復雜
主要研究內(nèi)容：運輸帶的運動和刀切肉之間的配合
圖6 機械式切肉機原理圖
1-棘輪 2-齒輪 3-固定肉塊裝置 4-疊板裝置
肉塊的進給裝置：
肉塊固定在運輸帶上，經(jīng)過棘輪裝置，實現(xiàn)運送帶的步進運動。
刀的上下切刀裝置：
在運送帶停止時，刀完成切肉動作并提升到一定高度。
疊板的反復運動裝置：
在切完肉時，疊板向下運動完成疊肉動作。
肉片的運輸運動：
用軸帶動齒輪實現(xiàn)運送帶的勻速運動。
刀的震刀運動：
用電機帶動刀的固定裝置，實現(xiàn)刀的左右擺動。
研究的難點重點：
在于棘輪控制的進給帶和刀的上下切和疊板反復運動之間的相互配合。實現(xiàn)在進給帶停頓時，刀向下切肉并提升到安全高度，刀切完肉，疊板進行疊肉之間的反復運動。
三、實現(xiàn)方法及技術方法
實現(xiàn)方法：在同一軸上利用三者之間的時間差實現(xiàn)相互配合。
技術方法：
1. 棘輪的步進運動，實現(xiàn)運輸帶一停一進的反復運動。
2. 齒輪的勻速運動，實現(xiàn)運輸帶的勻速運動。
四、對進度的具體安排
1、 第1-4周調(diào)研查閱資料，英文翻譯，完成開題報告。
2、 第5，6周完成理論計算。
3、 第7，8周完成零件圖繪制。
4、 第9,10,11周完成裝配圖。
5、 第12,13,14周完成三維仿真設計。
6、 第15-17周完成設計并打印圖紙，整理編寫論文，準備答辯。
五、參考文獻
1、 機床設計手冊[M].北京：機械工業(yè)出版社.1986年版.
2、 上海紡織工學院等主編.機床設計圖冊[M].上海：上?？茖W技術出版社，1979
3、 李洪.機械加工工藝手冊[M].北京：北京出版社，1985
4、 張忠將等.SolidWorks 2010 機械設計從入門到精通[M].北京：機械工業(yè)出版社，2011.
5、 田緒東等.Pre/ENGINEER Wildfire 4.0 三維機械設計[M].北京:機械工業(yè)出版社， 2009.
6、 吳宗澤.機械結構設計1988.
7、 溫秉權.金屬材料手冊[M].北京：電子工業(yè)出版社，2009.
8、 李書常.簡明典型金屬材料熱處理使用手冊[M].北京：機械工業(yè)出版社，2010.
9、 盛云,武寶林.齒輪傳動中嚙合沖擊的計算分析[J];機械設計;2005年07期
10、 姚廷強;遲毅林;黃亞宇;譚陽.主軸系統(tǒng)的剛柔耦合接觸動力學仿真分析[J];機械科學與技術;2007年11期
11、 胡繼強主編.食品機械與設備.第一版.北京：中國輕工業(yè)出版社.1999
12、 湯慧瑾《機械零件課程設計》:高等教育出版社,1990年5月
13、 陳立德.《機械設計基礎》（第三版）:高等教育出版社, 2007年8月
14、 姜勇.《機械制圖與計算機繪圖》,2010年4月
15、 徐錦康．機械設計．北京：機械工業(yè)出版社，2001
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背景：目前國內(nèi)高質量的食品加工機械不能滿足市場需求，肉塊切片的切肉機也是如此，現(xiàn)今，大量的切肉機都是卷形的，缺乏片形切肉機，對切完的肉片缺少管理。隨著人民生活水平的不斷提高和對肉類食品消費的增高，該市場將進一步擴大。目的：設計一種能夠切出不同薄厚、不同形狀，并能折疊成片形的肉片切機，同時還要保證切片速度較高，操作簡單、方便、可靠。意義：滿足市場需求，使其產(chǎn)品多樣化。圖1 SFS-350G型立式全自動凍肉切片機現(xiàn)今普遍的三種切肉機特點特點：1.日常免加機油維護，避免因缺少日常保養(yǎng)(加油)導致的機械性損壞，延長機器使用壽命2.大功率電動機，刀片電機功率高達550W，走動電機功率高達750W3.大刀片、大行程，可同時切三卷羊肉或一卷肥牛，切片厚度016mm任意調(diào)節(jié)4.傳動設計使切肉速度達到50次分的速度(每小時能切9200片羊肉)5.采用高精密蝸桿蝸輪減速機傳動，機器運轉的低噪音及整機運行的穩(wěn)定性極佳6.獨創(chuàng)的磨刀結構，使磨刀操作更加方便和安全7.機器配有漏電保護開關、點動開關、急停開關，操作更加安全8.機身采用高強度矩形鋼管焊接噴涂制作，大大增加了整機強度9.一年364天無需加油，保養(yǎng)更簡便壽命更長久 圖2 NFC-300臺式冷凍肉切片機圖3 NFC-300臺式冷凍肉切片機特點特點：1、雙電機獨立驅動，動力充沛，工作時運行平穩(wěn)，噪音小。2、機身材質采用鋁鎂合金及不銹鋼，鋁鎂合金經(jīng)陽極處理，不生銹，耐腐蝕，保證食品衛(wèi)生。3、采用立體交叉結構壓肉，對肉坯尺寸、形狀沒限制。4、圓刀耐腐蝕性強，磨刀簡單，刀刃鋒利。5、外形美觀，性價比強。6、每小時可切5760片（兩排），最后一片也切得很好，可均一切割-7以內(nèi)冷凍肉。7、配有點動開關，急停開關，安全可靠。8、特制加大接肉臺，方便使用。9、采用雙電機獨立驅動方式、增強切削動力。10、配有電機過載保護和失壓保護裝置、確保機器的正常運轉及操作者的人身安全。圖4 JNKRD-2L型羊肉切片機特點：采用立刀直切式原理，根據(jù)客戶需要可切粗卷、細卷、等多種卷形，肉卷在零下18度無需解凍，可直接上機切片。加工量為每小時45-85KG，厚度可調(diào)整為0.3-3mm。出卷成型好，不連刀，排列整齊，方便客戶裝盒裝袋。圖5 JNKRD-2L型羊肉切片機分析分析：第一種機器，雖有切肉高效，機器使用使用壽命長，但操作較復雜，沒有切玩肉的對形狀的管理，直接成卷狀。第二，三種機器，和第一種一樣，都沒有切完肉的對形狀的管理，直接出卷狀?，F(xiàn)今市場普遍的切肉機都是切完直接成卷狀，沒有對切完肉片的管理。設計出一款自動化的，簡單，高效的從放肉到切完肉疊片的機器應該是很有市場前景的。設計要求：設計要求：1.設計一種能夠切出不同薄厚，并能折疊成所需要的形狀的肉片切機2.該切機應滿足所需要的功能要求，同時還要保證切片速度較高，操作簡單、方便、可靠。方案一：機械式傳動切肉機利用聯(lián)軸器連接電動機和軸，使軸具有轉速，在軸上連接傳動件控制運輸帶，切刀和擋板的相互配合，使其形成完美循環(huán)。方案二：數(shù)控機床式切肉機用數(shù)控機床來控制肉的進給和切刀，實現(xiàn)肉塊切成肉片的動作。方案比較：我選擇方案一方案一優(yōu)點：操作簡單 制造成本低 換刀容易方案二缺點：制造成本高 換刀麻煩 設計復雜分析課題主要研究內(nèi)容：運輸帶的運動和刀切肉之間的配合 圖6 機械式切肉機原理圖 1-棘輪 2-齒輪 3-固定肉塊裝置 4-疊板裝置 肉塊的進給裝置：肉塊的進給裝置：肉塊固定在運輸帶上，經(jīng)過棘輪裝置，實現(xiàn)運送帶的步進運動。刀的上下切刀裝置：刀的上下切刀裝置：在運送帶停止時，刀完成切肉動作并提升到一定高度。疊板的反復運動裝置：疊板的反復運動裝置：在切完肉時，疊板向下運動完成疊肉動作。肉片的運輸運動：肉片的運輸運動：用軸帶動齒輪實現(xiàn)運送帶的勻速運動。刀的震刀運動：刀的震刀運動：用電機帶動刀的固定裝置，實現(xiàn)刀的左右擺動。研究的難點重點：研究的難點重點：在于棘輪控制的進給帶和刀的上下切和疊板反復運動之間的相互配合。實現(xiàn)在進給帶停頓時，刀向下切肉并提升到安全高度，刀切完肉，疊板進行疊肉之間的反復運動。三、實現(xiàn)方法及技術方法三、實現(xiàn)方法及技術方法實現(xiàn)方法：實現(xiàn)方法：在同一軸上利用三者之間的時間差實現(xiàn)相互配合。技術方法：技術方法：1.棘輪的步進運動，實現(xiàn)運輸帶一停一進的反復運動。2.齒輪的勻速運動，實現(xiàn)運輸帶的勻速運動。四、對進度的具體安排四、對進度的具體安排1.第1-4周調(diào)研查閱資料，英文翻譯，完成開題報告。2.第5，6周完成理論計算。3.第7，8周完成零件圖繪制。4.第9,10,11周完成裝配圖。5.第12,13,14周完成三維仿真設計。6.第15-17周完成設計并打印圖紙，整理編寫論文，準備答辯。一種新型肉片切片疊片機設計
Ratchet wrench
This invention generally relates to pneumatic ratchet drive wrenches and more particularly to a pneumatic ratchet drive wrench having a single spring for both biasing a pawl into engagement with an output member and inhibiting counter-rotation of the output member.
The invention is especially concerned with a powered wrench that rotates an output member with a socket for turning a fastener element such as a bolt or a nut. Wrenches of this type are useful in automotive repair and industrial applications. Conventionally, pneumatic ratchet drive wrenches comprise an air motor for powering the wrench, an internal ratchet mechanism for transferring motion of the motor and an output member for transmitting such motion to a workpiece. Put simply, the internal ratchet mechanism typically includes a rotating offset shaft spinning with the air motor that in turn pivots a rocker having pawls attached which repeatedly engage a set of teeth on the output member, causing the member to rotate in a desired direction. During each rotation of the air motor, the output member is rotated a fraction of a revolution. By repeatedly engaging the output member and rotating it only a short distance, great mechanical advantage is obtained and the high-speed rotation of the air motor is readily converted to a high-torque, yet more slowly rotating, output member. These advantages are well understood in the relevant art.
Despite the simplicity of the concept behind a pneumatic ratchet drive wrench, the internal ratchet mechanisms of conventional pneumatic ratchet drive wrenches are complex and require many parts interacting with one another. For instance, wrenches traditionally require complex mechanisms for ensuring that the output member of the wrench does not rotate counter the desired direction during wrench use. These mechanisms often include multiple parts that serve the limited purpose of inhibiting counter-rotation of the output member. Similarly, size and space limitations of the wrench often compel the fashioning of elaborate, interactive components. For example, a reverse lever must often be incorporated directly with a drive link of the wrench, requiring a larger and heavier drive link than required for performing the drive link function alone (e.g., U.S. Pat. No. 5,535,646). Simplification of such a wrench by eliminating redundant parts and reducing the size and complexity of required parts improves overall wrench design.
It is an aim of wrench manufacturers to provide a pneumatic ratchet drive wrench that uses energy efficiently and incorporates fewer and simpler components. One difficulty in the fashioning of such a wrench is providing an output member that may rotate in both directions, yet will not rotate opposite the desired direction between subsequent pawl engagements. Typically, wrenches include anvil pressure washers for impeding counter-rotation of the output member. Other configurations incorporate stop mechanisms of increased complexity and cost. It is therefore the aim of the present invention to provide a stop mechanism that is inexpensive to manufacture and simple to incorporate into another spring of the invention. It is also the aim of the present invention to provide a wrench that manages wear more efficiently by decreasing wear of expensive or difficult to replace components, while transferring the wear to more easily replaceable and inexpensive components.
Among the several objects and features of the present invention may be noted the provision of a pneumatic ratchet drive wrench which reduces the number and complexity of wrench components; the provision of such a wrench which decreases the wear exhibited on expensive or difficult to replace components; the provision of such a wrench which allows for a smaller overall wrench size for access into small spaces; the provision of such a wrench which allows for more relaxed tolerances for wrench components; and the provision of such a wrench which may be manufactured inexpensively.
The term drive shaft first appeared during the mid 19th century. In Storer's 1861 patent reissue for a planing and matching machine, the term is used to refer to the belt-driven shaft by which the machine is driven.[1] The term is not used in his original patent.[2] Another early use of the term occurs in the 1861 patent reissue for the Watkins and Bryson horse-drawn mowing machine.[3] Here, the term refers to the shaft transmitting power from the machine's wheels to the gear train that works the cutting mechanism.
In the 1890s, the term began to be used in a manner closer to the modern sense. In 1891, for example, Battles referred to the shaft between the transmission and driving trucks of his Climax locomotive as the drive shaft,[4] and Stillman referred to the shaft linking the crankshaft to the rear axle of his shaft-driven bicycle as a drive shaft.[5] In 1899, Bukey used the term to describe the shaft transmitting power from the wheel to the driven machinery by a universal joint in his Horse-Power.[6] In the same year, Clark described his Marine Velocipede using the term to refer to the gear-driven shaft transmitting power through a universal joint to the propeller shaft.[7] Crompton used the term to refer to the shaft between the transmission of his steam-powered Motor Vehicle of 1903 and the driven axle.
An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the other end of the vehicle before it goes to the wheels. A pair of short drive shafts is commonly used to send power from a central differential, transmission, or transaxle to the wheels.
A truck double propeller shaft
Front-engine, rear-wheel drive[edit]
Main article: Front-engine, rear-wheel drive layout
In front-engined, rear-drive vehicles, a longer drive shaft is also required to send power the length of the vehicle. Two forms dominate: The torque tube with a single universal joint and the more common Hotchkiss drive with two or more joints. This system became known as Système Panhard after the automobile company Panhard et Levassor patented it.
Most of these vehicles have a clutch and gearbox (or transmission) mounted directly on the engine with a drive shaft leading to a final drive in the rear axle. When the vehicle is stationary, the drive shaft does not rotate. A few, mostly sports, cars seeking improved weight balance between front and rear, and most commonly Alfa Romeos or Porsche 924s, have instead used a rear-mounted transaxle. This places the clutch and transmission at the rear of the car and the drive shaft between them and the engine. In this case the drive shaft rotates continuously as long as the engine does, even when the car is stationary and out of gear.
A drive shaft connecting a rear differential to a rear wheel may be called a half-shaft. The name derives from the fact that two such shafts are required to form one rear axle.
Early automobiles often used chain drive or belt drive mechanisms rather than a drive shaft. Some used electrical generators and motors to transmit power to the wheels.
Front-wheel drive[edit]
In British English, the term "drive shaft" is restricted to a transverse shaft that transmits power to the wheels, especially the front wheels. A drive shaft connecting the gearbox to a rear differential is called a propeller shaft, or prop-shaft. A prop-shaft assembly consists of a propeller shaft, a slip joint and one or more universal joints. Where the engine and axles are separated from each other, as on four-wheel drive and rear-wheel drive vehicles, it is the propeller shaft that serves to transmit the drive force generated by the engine to the axles.
Several different types of drive shaft are used in the automotive industry:
One-piece drive shaft
Two-piece drive shaft
Slip-in-tube drive shaft
The slip-in-tube drive shaft is a new type that improves crash safety. It can be compressed to absorb energy in the event of a crash, so is also known as a collapsible drive shaft.
Four wheel and all-wheel drive[edit]
These evolved from the front-engine rear-wheel drive layout. A new form of transmission called the transfer case was placed between transmission and final drives in both axles. This split the drive to the two axles and may also have included reduction gears, a dog clutch or differential. At least two drive shafts were used, one from the transfer case to each axle. In some larger vehicles, the transfer box was centrally mounted and was itself driven by a short drive shaft. In vehicles the size of a Land Rover, the drive shaft to the front axle is noticeably shorter and more steeply articulated than the rear shaft, making it a more difficult engineering problem to build a reliable drive shaft, and which may involve a more sophisticated form of universal joint.
Modern light cars with all-wheel drive (notably Audi or the Fiat Panda) may use a system that more closely resembles a front-wheel drive layout. The transmission and final drive for the front axle are combined into one housing alongside the engine, and a single drive shaft runs the length of the car to the rear axle. This is a favoured design where the torque is biased to the front wheels to give car-like handling, or where the maker wishes to produce both four-wheel drive and front-wheel drive cars with many shared components
Drive shaft for Research and Development (R&D)[edit]
The automotive industry also uses drive shafts at testing plants. At an engine test stand a drive shaft is used to transfer a certain speed / torque from the Internal combustion engine to a dynamometer. A "shaft guard" is used at a shaft connection to protect against contact with the drive shaft and for detection of a shaft failure. At a transmission test stand a drive shaft connects the prime mover with the transmission.
Motorcycle drive shafts[edit]
The exposed drive shaft on BMW's first motorcycle, the R32
Drive shafts have been used on motorcycles since before WW1, such as the Belgian FN motorcycle from 1903 and the Stuart Turner Stellar motorcycle of 1912. As an alternative to chain and belt drives, drive shafts offer relatively maintenance-free operation, long life and cleanliness. A disadvantage of shaft drive on a motorcycle is that helical gearing, spiral bevel gearing or similar is needed to turn the power 90° from the shaft to the rear wheel, losing some power in the process. On the other hand, it is easier to protect the shaft linkages and drive gears from dust, sand, and mud.
BMW has produced shaft drive motorcycles since 1923; and Moto Guzzi have built shaft-drive V-twins since the 1960s. The British company, Triumph and the major Japanese brands, Honda, Suzuki, Kawasaki and Yamaha, have produced shaft drive motorcycles. All geared models of the Vespa scooter produced to date have been shaft-driven.[citation needed] Vespa's automatic models, however, use a belt.
Motorcycle engines positioned such that the crankshaft is longitudinal and parallel to the frame are often used for shaft-driven motorcycles. This requires only one 90° turn in power transmission, rather than two. Bikes from Moto Guzzi and BMW, plus the Triumph Rocket III and Honda ST series all use this engine layout.
Motorcycles with shaft drive are subject to shaft effect where the chassis climbs when power is applied. This effect, which is the opposite of that exhibited by chain-drive motorcycles, is counteracted with systems such as BMW's Paralever, Moto Guzzi's CARC and Kawasaki's Tetra Lever
Marine drive shafts[edit]
On a power-driven ship, the drive shaft, or propeller shaft, usually connects the transmission inside the vessel directly to the propeller, passing through a stuffing box or other seal at the point it exits the hull. There is also a thrust block, a bearing to resist the axial force of the propeller. As the rotating propeller pushes the vessel forward, any length of drive shaft between propeller and thrust block is subject to compression, and when going astern to tension. Except for the very smallest of boats, this force isn't taken on the gearbox or engine directly.
Cardan shafts are also often used in marine applications between the transmission and either a propeller gearbox or waterjet.
Locomotive drive shafts[edit]
The rear drive shaft, crankshaft and front drive shaft of a Shay locomotive.
The Shay, Climax and Heisler locomotives, all introduced in the late 19th century, used quill drives to couple power from a centrally mounted multi-cylinder engine to each of the trucks supporting the engine. On each of these geared steam locomotives, one end of each drive shaft was coupled to the driven truck through a universal joint while the other end was powered by the crankshaft, transmission or another truck through a second universal joint. A quill drive also has the ability to slide lengthways, effectively varying its length. This is required to allow the bogies to rotate when passing a curve.
Cardan shafts are used in some diesel locomotives (mainly diesel-hydraulics, such as British Rail Class 52) and some electric locomotives (e.g. British Rail Class 91). They are also widely used in diesel multiple units.
Drive shafts in bicycles[edit]
A shaft-driven bicycle.
The drive shaft has served as an alternative to a chain-drive in bicycles for the past century, never becoming very popular. A shaft-driven bicycle (or "Acatane", from an early maker) has several advantages and disadvantages:
Advantages[edit]
Drive system is less likely to become jammed, a common problem with chain-driven bicycles
The rider cannot become dirtied from chain grease or injured by "Chain bite" when clothing or a body part catches between an unguarded chain and a sprocket
Lower maintenance than a chain system when the drive shaft is enclosed in a tube
More consistent performance. Dynamic Bicycles claims that a drive shaft bicycle can deliver 94% efficiency, whereas a chain-driven bike can deliver anywhere from 75-97% efficiency based on condition
Greater ground clearance: lacking a derailleur or other low-hanging machinery, the bicycle has nearly twice the ground clearance
Disadvantages[edit]
A drive shaft system weighs more than a chain system, usually 1-2 pounds heavier
Many of the advantages claimed by drive shaft's proponents can be achieved on a chain-driven bicycle, such as covering the chain and gears
Use of lightweight derailleur gears with a high number of ratios is impossible, although hub gears can be used
Wheel removal can be complicated in some designs (as it is for some chain-driven bicycles with hub gears)
The present disclosure relates to apparatus for facilitating operation of a pool cleaner in cleaning surfaces of a pool containing water.
In exemplary embodiments, a drive system for a pool cleaner is disclosed, the drive system including a motor operatively connected relative to an axle for driving rotation of the axle. In accordance with exemplary embodiments, the motor may be connected to a drive shaft which rotates a drive belt, which in turn rotates a bushing assembly that rotates the axle. The axle in turn is connected to and drives the rotation of (i) a roller assembly including a roller for cleaning a target surface and (ii) a wheel drive assembly engaged with an idler gear for driving a wheel. Notably the axis of rotation of the roller assembly is different than the axis of rotation of the wheel.
In some embodiments, the wheel drive assembly may drive the wheel by drivingly engaging the idler gear which interacts with a surface of a cylindrical flange of the wheel. Thus, the wheel drive assembly may include a drive gear that defines a first plurality of gear teeth for interacting with a second plurality of gear teeth defined by the idler gear, the second plurality of gear teeth for interacting with a third plurality of gear teeth around a cylindrical flange of the wheel. Advantageously, at least one of (i) the third plurality of the gear teeth and (ii) roots of the third plurality of the gear teeth may be angled with respect to the axis of rotation of the wheel.
In some embodiments, the wheel and the wheel drive assembly may be configured so that an outer circumference of the roller assembly and an outer circumference of the wheel are substantially tangent. In other embodiments, the wheel and wheel drive assembly may be configured so that a bottom of the roller is lower in elevation than a bottom of the wheel and/or so that, when the roller assembly is a front roller assembly and the wheel is a front wheel, a front of the roller assembly is back of a front of the wheel.
In some embodiments, the wheel may be part of a wheel assembly further including a wheel bushing and a wheel hub for defining a race for the wheel. The wheel assembly may further includes a wheel hub cap for securing the wheel with respect to the wheel race. In particular, the wheel hub cap may include a flange having one or more deflectable arms for locking the wheel hub cap into place with respect to an aperture in the wheel bushing. In some embodiments, the wheel hub cap may be interchangeable and/or may include cleaning capabilities.
In some embodiments, the wheel may include an interchangeable trim. The interchangeable trim.
In further exemplary embodiments, a drive system for a pool cleaner is disclosed, the drive system including a motor operatively connected relative to an axle for driving rotation of the axle wherein the axel is connected to and drives the rotation of a wheel drive assembly for driving an idler gear that is connected to an drives the rotation of a wheel, wherein the wheel drive assembly includes a drive gear that defines a first plurality of gear teeth for interacting with a second plurality of gear teeth defined by the idler gear, the second plurality of gear teeth for interacting with a third plurality of gear teeth around the inner circumferential surface of the wheel, wherein the third plurality of the gear teeth and/or the roots of the third plurality of the gear teeth are angled with respect to an axis of rotation of the wheel for facilitating the egress of debris from the wheel. In some embodiments the angling is such that the radial distance from the axis of rotation to the third plurality of the gear teeth and/or the roots of the third plurality of the gear teeth increases toward an open face of the wheel. Advantageously, the angling of the third plurality of the gear teeth and/or the roots of the third plurality of the gear teeth may be effective to promote removal of debris from around the third plurality of the gear teeth.
In further exemplary embodiments, a wheel assembly for a pool cleaner is disclosed, the wheel assembly including a wheel bushing and a wheel hub configured to cooperatively define a race for a wheel. The wheel bushing and the wheel hub may be operatively coupled relative to a structural element of the pool cleaner, e.g., relative to a side panel of a cleaner. More particularly, the wheel bushing and the wheel hub may each include a flange, wherein the flanges are inserted in opposite directions through an aperture in the structural element thereby defining the race. The race may be substantially cylindrical and may be configured for operative association with a first cylindrical flange of the wheel. In some embodiments, the structural element may define a cylindrical lip configured for association with a cylindrical slot defined in a base of the wheel hub.
In some embodiments, the wheel assembly may further include a wheel hub cap for securing a wheel with respect to the race. In particular, the wheel hub cap may include a flange having one or more deflectable aims for locking the wheel hub cap into place with respect to an aperture in the wheel bushing.
Additional features, functions and benefits of the disclosed apparatus, systems and methods will be a
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