Patent Publication Number: US-2023143955-A1

Title: Stateful clutch system and methods

Description:
TECHNICAL FIELD 
     The present technology is generally directed to a system for engaging and disengaging power transmission from a drive shaft to a driven shaft, especially for a DC motor with self-locking worm gear. The present technology is generally directed to an electromechanical clutch system. 
     BACKGROUND 
     In self-locking worm gears, electromagnetic (EM) clutches are actuated and the current flows through the electromagnet producing a magnetic field. The rotor portion of the clutch becomes magnetized and sets up a magnetic loop that attracts the armature. The armature is pulled against the rotor and a frictional force is generated at contact. Within a relatively short time, the load is accelerated to match the speed of the rotor, thereby engaging the armature and the output hub of the clutch. In most instances, the rotor is constantly rotating with the input all the time and there is a need for a constant power supply through the process. Contrarily, when current is removed from the clutch, the armature is free to turn with the shaft. In most designs, springs hold the armature away from the rotor surface when power is released, creating a small air gap. However, the process requires a continuous power supply for engaging and disengaging working mechanisms. In various applications, clutches are provided between a steering mechanism which is operated by the driver to steer, and a turning mechanism configured to turn a wheel or a door or a drive or a machine, the clutch being capable of coupling and decoupling the steering mechanism and the turning mechanism. 
     When a worm gear motor is in a working state by turning power to ON, the EM clutch is engaged. When the worm gear DC motor is in a stop state by turning the power to OFF, the clutch is disengaged. Then, when the worm gear DC motor is stopped by the idle reduction function, the disengaged state of the clutch is maintained. This phenomenon needs a constant power supply to keep the EM clutch in the same state without any disruption. In one instance such as for battery operated devices or robots, EM clutch cannot be used because it will drain the battery completely. 
     Hence, there is a need for a stateful reliability clutch that can be integrated with any type of worm gear motor and does not require a constant power supply staying in either an engaged state or disengaged state. 
     SUMMARY OF THE EMBODIMENTS 
     The present application provides a stateful clutch system for a DC motor connected with self-locking worm gear. The system comprises a first gearbox housing for accommodating a motor coil with a gearbox. Further, the system includes a second gearbox housing for accommodating a gear and a driving shaft. Specifically, the gear is adapted for displacing inward and outward movement by establishing a connection with a motor shaft. The driving shaft is adapted for locking and unlocking the gear rotation by transferring and stopping torque. Additionally, an electromechanical motor is used for receiving an input signal from a motor driver for rotating in a clockwise direction and an anticlockwise direction. Moreover, the electromechanical motor rotates in a clockwise direction to disengage connection with the gear moving outward which stops the transfer of the torque through the driving shaft. 
     Furthermore, the electromechanical motor rotates in an anticlockwise direction to engage connection with the gear moving inward by transferring force through the driving shaft. Additionally, the system includes a connecting member for establishing a connection between the motor shaft to the gear. Relevantly, the system also includes a supporting member for reinforcing the driving shaft. The system further includes a circlip having a substantial circular shape being fixed on the gear. Particularly, the DC Motor is an electromechanical motor or an actuator motor or a linear motor or a stepper motor or a servo motor or similar thereof. Moreover, the driving shaft transfers torque to a wheel or conveyor drive or copy machine or any other similar application thereof. 
     In one aspect, a stateful clutch system is provided that includes: a first gearbox housing and a second gearbox housing coupled to the first gearbox housing for accommodating at least one gear and a drive shaft, wherein the at least one gear is adapted for displacing inward and outward lateral movement therewith establishing a connection with the drive shaft; wherein: the drive shaft is adapted for locking and unlocking a rotation of the at least one gear by transferring and stopping torque; the at least one gear is coupled to a DC motor that receive an input signal from a motor driver for rotating the DC motor in a clockwise direction and an anticlockwise direction, wherein: the DC motor rotates in a clockwise direction for disengaging the at least one gear from the drive shaft therewith stopping transfer of torque through the drive shaft; and the DC motor rotates in an anticlockwise direction for engaging the at least one gear from the drive shaft therewith transferring torque through the drive shaft. 
     In one embodiment, stateful clutch system includes a connecting member functionally coupled to the DC motor and the at least one gear for establishing a connection between the drive shaft to the at least one gear. 
     In one embodiment, the connecting member is adapted to accommodate a bearing for facilitating smooth rotation of at least one gear. 
     In one embodiment, stateful clutch system includes a supporting member coupled to the first gearbox housing over an opening in the housing for supporting a first axle on which the at least one gear rotates and is configured to slide laterally thereon. 
     In one embodiment, the at least one gear is located on a cylindrical shaft and wherein the cylindrical shaft is configured to move laterally along the axle. 
     In one embodiment, the drive shaft is fixed against lateral movement. 
     In one embodiment, when engaged, the at least one gear meshes with a gear fixed on the drive shaft and when disengaged, the at least one gear is moved away from gear fixed on the drive shaft. 
     In one embodiment, stateful clutch system includes a connecting member having an aperture therein through which the cylindrical shaft passes and connects thereto at a first end of the connecting member, wherein the connecting member connects at a second end opposite the first end to the DC motor and wherein the DC motor causes the cylindrical shaft to move laterally in response to a drive signal. 
     In one embodiment, the connecting member comprises a pair of tapered halves and wherein the DC motor moves the tapered halves therewith moving the cylindrically shaft laterally. 
     In one embodiment, a stateful clutch system includes a circlip having a substantial circular shape being fixed on to the at least one gear. 
     In one embodiment, the DC Motor is at least one of a electromechanical motor, an actuator motor, a linear motor, a stepper motor, a servo motor, or a combination thereof. 
     In one embodiment, the drive shaft transfers torque to a wheel or conveyor drive or copy machine or any other similar application thereof. 
     In one aspect, a stateful clutch system is provided that includes: a first gearbox housing; a second gearbox housing coupled to the first gearbox housing for accommodating at least one gear and a drive shaft, the draft shaft against lateral movement; a supporting member coupled to the first gearbox housing over an opening in the housing for supporting a first axle on which the at least one gear rotates and is configured to slide laterally thereon therewith establishing a connection with the drive shaft, wherein: the at least one gear is coupled to a DC motor that receive an input signal from a motor driver for rotating the DC motor in a clockwise direction and an anticlockwise direction, wherein: the DC motor rotates in a clockwise direction for disengaging the at least one gear from the drive shaft therewith stopping transfer of torque through the drive shaft; and the DC motor rotates in an anticlockwise direction for engaging the at least one gear from the drive shaft therewith transferring torque through the drive shaft. 
     In one embodiment, the stateful clutch includes a connecting member functionally coupled to the DC motor and the at least one gear for establishing a connection between the drive shaft to the at least one gear. 
     In one embodiment, the stateful clutch includes the connecting member is adapted to accommodate a bearing for facilitating smooth rotation of at least one gear. 
     In one embodiment, the at least one gear is located on a cylindrical shaft and wherein the cylindrical shaft is configured to move laterally along the axle. 
     In one embodiment, when engaged, the at least one gear meshes with a gear fixed on the drive shaft and when disengaged, the at least one gear is moved away from gear fixed on the drive shaft. 
     In one embodiment, the stateful clutch includes a connecting member having an aperture therein through which the cylindrical shaft passes and connects thereto at a first end of the connecting member, wherein the connecting member connects at a second end opposite the first end to the DC motor and wherein the DC motor causes the cylindrical shaft to move laterally in response to a drive signal. 
     In one embodiment, the connecting member is pivotally coupled to the first gearbox housing, and wherein the DC motor causes the connecting member to pivot therewith moving the cylindrically shaft laterally. 
     In one embodiment, the connecting member comprises a pair of tapered halves and wherein the DC motor moves the tapered halves therewith moving the cylindrically shaft laterally. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a full understanding of the technology, reference is made to the following detailed description, taken in connection with the accompanying drawings. 
         FIG.  1    shows a complete assembled front view of a stateful clutch system in accordance with one embodiment disclosed herein; 
         FIG.  2    shows an exploded view of a stateful clutch system in accordance with another embodiment disclosed herein; 
         FIG.  3 A  shows an internal view of a stateful clutch system in disengagement state with another embodiment disclosed herein; 
         FIG.  3 B  shows an assembled view of a stateful clutch system in disengagement state with another embodiment disclosed herein; 
         FIG.  4 A  shows an internal view of a stateful clutch system in engagement state with another embodiment disclosed herein; and 
         FIG.  4 B  shows an assembled view of a stateful clutch system in engagement state with another embodiment disclosed herein. 
     
    
    
     DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS 
     The present technology is described in one or more embodiments in the following descriptions with reference to the Figures, in which numerals represent the same. While the technology is described in terms of the best mode for achieving the technology&#39;s objectives, it will be appreciated by those skilled in the art that it is intended to cover alternatives, modifications, and equivalents as may be included within the spirit and scope of the technology as defined by the appended claims and their equivalents as supported by the following disclosure and drawings. 
     All references including patent applications and publications cited herein are incorporated herein by reference in their entirety and for all purposes to the same extent as if each individual publication or patent or patent application was specifically and individually indicated to be incorporated by reference in its entirety for all purposes. Many modifications and variations of this technology can be made without departing from its spirit and scope, as will be apparent to those skilled in the art. The specific embodiments described herein are offered by way of example only. The above specification, examples and data provide a complete description of the manufacture and use of the composition of the technology. Since many embodiments of the technology can be made without departing from the spirit and scope of the technology, the technology resides in the claims hereinafter appended. 
     While this technology has been particularly shown and described with references to preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the technology as defined by the appended claims. 
       FIG.  1   . shows a complete assembled front view of a stateful clutch system  50 . Referring to  FIG.  1   , the stateful clutch  50  includes a first gearbox housing  99 , a motor coil housing  100  (coupled to the first gearbox housing  99 ), and a second gearbox housing  102  (coupled to the first gearbox housing  99 ). The first and second gearbox housings  99 ,  102  generally form an enclosure for a gearset that includes a drive shaft  116 . The clutch  50  includes an electromechanical device  104  that engages the gearboxes (as shown and described in connection with  FIG.  2   ). The electromechanical device  104  is supported at least partially relative to the first gearbox housing  99  and is functionally connected to a connecting member  106  to cause lateral movement as discussed below. The motor driver  107  provides the drive signal for operating the motor(s) and/or actuators, which engage and/or drive the driveshaft  116  via the gearboxes. The drive shaft  116  generally provides the output from the stateful clutch. 
     The first gearbox housing  9   9  and/or second gearbox housing  102  receive the motor coil housing  100 . The motor coil housing  100  generally includes an electromagnet used to generate a magnetic field in the system  50  consisting of a coil of wire through which a current flows. The electromechanical device  104  works by the magnetic force F=IL×B. The current flows through the motor coil housing  100  such that it points in one direction at one end of the loop and in the other direction at the other end of the loop. The magnetic field at both ends point in the same direction. 
     The second gearbox housing  102  includes an aperture through which the drive shaft  116  extends. The system  50  actuates electrically but transmits torque mechanically. The system  50  consists of the motor coil housing  100  that is connected to or is part of the first gearbox housing  99 , therewith providing an input source and the drive shaft  116  provides the system output. To engage the system  50 , the coil in the housing 100  is energized, creating a magnetic field, the connector  106  having a pivoting connection which pulls at least one of the gears in the gearboxes and/or the drive shaft  116 , establishing a frictional and/or mechanical connection to engage and disengage the motor from the drive shaft  116 . The force between the friction surfaces transmits torque from the first gearbox housing  9   9  to the output drive shaft  116 . The motor coil housing  100  between both the gearboxes as adapted for displacing inward and outward movement therewith establishing a connection with the drive shaft  116 . The drive shaft  116  is adapted for locking and unlocking the gear rotation by transferring and stopping torque. 
     To disengage the clutch system  50 , the electrical power source is shut off. With no magnetic field present, the gearbox associated with the drive shaft  116  is pulled back into its default position. This action creates a small air gap between gearboxes and the drive shaft  116 , effectively disengaging the output driving shaft  116  and ceasing torque transmission. Intermittent cycling of the clutch system  50  can also be accomplished by interrupting and re-applying the electrical current at specified intervals. 
     The electromechanical device  104  receives an input signal from the motor driver  107  for rotating in a clockwise direction and an anticlockwise direction. In addition, the electromechanical device  104  rotates in a clockwise direction for disengaging connection with the gear moving outward to stop transfer of torque through the drive shaft  116 . Further, the electromechanical device  104  rotates in an anticlockwise direction for engaging connection with the gear moving inward to transfer torque through the drive shaft  116 . 
     Additionally, a connecting member  106  establishes a connection between the drive shaft  116  to the gearboxes. Particularly, the connecting member  106  is adapted to accommodate a bearing  112  for facilitating smooth rotation thereof. Further, the system includes a supporting member  108  for reinforcing the drive shaft  116 . 
     The electromechanical device  104  receives input from the motor driver  107  and the electromechanical device  104  rotates in a clockwise direction for a specified amount of time. Further, when the electromechanical device  104  rotates in clockwise rotation, the motor&#39;s shaft  105  is connected by a connecting member  106  which in turn is connected to the gearboxes. In result, during this event of clockwise rotation the gearboxes will displace or move outward by three millimeters. Therefore, the contact between the gearboxes is disengaged. This disengagement in contact will make the drive shaft  116  as a free wheel rotation. 
     Contrarily, when the electromechanical device  104  receives an input from the motor driver  107  and the electromechanical device  104  rotates in an anti-clockwise direction for a specified amount of time. Further, while in anti-clockwise rotation, the gearboxes will displace or move inward by three millimeters. In result, during this event the contact between the gearboxes is engaged. This will facilitate the powertrain to transfer the torque through the drive shaft  116  and remove the free wheel motion. 
       FIG.  2    shows an exploded view of a stateful clutch system  50 . Referring to  FIG.  2   , the clutch system  50  generally includes a first gearbox housing  99 , a second gearbox housing  102 , an electromechanical device  104 , a connecting member  106 , a support member  108 , gear sets  122 ,  124 , bearings  112  and  126 , a circlip  114 , one or more axles  132 ,  136 , bushing  134 , and a drive shaft  116 . 
     The first gearbox housing  99  may have a generally rectangular box shape, as shown. This housing  99  forms part of the enclosure for the gear sets  122 ,  124  and the drive shaft  116 . The housing  99  also includes a bearing carrier that retains one of the two bearings  126  for the drive shaft  116 . The housing  99  may also include a plurality of other recesses (with or without bearings) that support one end of axles  132 ,  136 . The second gearbox housing  102  attaches to the first housing  99  to form a complete enclosure of the gear sets  122 ,  124 . As can be seen, the housing  102  has a bearing carrier that retains the second of the two bearings  126  for the drive shaft  116 . In a preferred embodiment, the housing  102  has an opening or aperture, concentric with the bearing  126 , through which the drive shaft  116  extends. 
     The drive shaft  116  has a gear thereon between portions of the shaft that interface with the bearings  126  therewith allowing the drive shaft  116  to rotate within the housings. The drive shaft  116  is preferably fixed against lateral movement (in the direction of the shaft axis). The system  50  includes at least one or a plurality of gearboxes  122 ,  124 . A first gearbox  122  may include a plurality of gears on a cylindrical shaft, as shown. A first axle  136  may be located within the cylindrical shaft of the gearbox  122 . The first axle  136  is connected to the second housing  102  at one end and to the support member  108  at the opposite end. In this regard, the first axled is preferably fixed regarding lateral movement. The cylindrical shaft of the gearbox  122 , however, is configured to move laterally over the first axle  136 , therewith allowing the gearbox  122  to move relative to the gear on the drive shaft  116 . This movement, as discussed below, is sufficient to engage and disengage the gearbox  122  from the drive shaft  116  gear. The system  50  may include a second gearbox  124 , which similarly rotates on a second axle  132 . This gearbox  124  may be fixed laterally with a bushing  134 . 
     The system  50  may include a connecting member  106 . In this embodiment, the connecting member  106  has an aperture or slot therein through which the cylindrical shaft of the gearbox  122  passes and is affixed thereto with circlip  114  (as shown in  FIGS.  3 A- 3 B ). The connecting member generally causes the gearbox  122  to move laterally. This can be achieved in a variety of ways. In one embodiment, the connecting member  106  is pivotally coupled to the housing  99  such that pivoting of the connector  106  causes the cylindrical shaft of the gearbox  122  to move laterally in and out of the housing  99 . In another embodiment, the connecting member  106  includes a plurality of tapered halves that when slid against each other varies the thickness to cause lateral movement in the cylindrical shaft of the gearbox  122 . The connector  106  may be coupled to the device  106 , such as an actuator, to cause this lateral movement in response to a drive signal from the motor driver  107 . 
     As shown in  FIG.  2   , the gearboxes  122 ,  124  to which a rotational torque is input; the system  50  is attached to an inner circumferential face of the gearboxes; the connecting member  106  acts as an engaging element for enabling contact between the first gearbox  122  and the second gearbox  124 , which selectively drive the drive shaft  116 . The support member  108  holds, for example, the tapered connecting member  106 . The drive shaft  116  serves as a driven member for the first gearbox housing  9   9  and the second gearbox housing  102  for sheathing the gearboxes. The system  50  allows a state where the drive shaft  116  is driven by the gearboxes to cause its rotation. 
     The electromechanical device  104  receives input from the motor driver  107  and the electromechanical device  104  rotates in a clockwise direction for a specified amount of time to cause the connecting member  106  to move laterally. The connecting member  106  is preferably a metal part and facilitates connection between the electromechanical device  104  and the gearboxes. The support member  108  acts as a support for the axle of the intermediate gearbox  122 . The gearboxes enable the transmission of torque and the bearings  112  and  126  facilitate smooth rotation. The drive shaft  116  enables the torque transmission to the wheels or conveyors or machines. 
     Further, when the electromechanical device  104  rotates in clockwise rotation, the drive shaft  116  is connected by a connecting member  106  which in turn is connected to the gearboxes. In result, during this event of clockwise rotation the gearboxes will displace or move outward by, for example, three millimeters. Therefore, the contact between the gearboxes is disengaged. This disengagement in contact will make the drive shaft  116  as a free wheel rotation. Contrarily, when the electromechanical device  104  receives an input from the motor driver  107  and the electromechanical device  104  rotates in an anti-clockwise direction for a specified amount of time. Further, while in anti-clockwise rotation, the gearboxes will displace or move inward, for example, by three millimeters. In result, during this event the contact between the gearboxes is engaged. This will facilitate the powertrain to transfer the torque through the drive shaft  116  and remove the free wheel motion. 
       FIG.  3 A  shows an internal view and  FIG.  3 B  shows an assembled view of a stateful clutch system  50  in disengagement state. Referring to  FIG.  3 A &amp;  3 B , includes, inside the system  50 , a first gearbox housing  9   9  and a second gearbox housing  102  consisting of gearboxes and a motor driver  107  for transmitting power, a drive shaft  116  for engaging/disengaging transmission of the power of the motor driver  107 , a connecting member  106  via bearings  112 , an electromechanical device  104  along with a motor coil housing  100  rotatable in unison with the drive shaft  116  for transmission of torque and controlling the power transmission engagement/disengagement of the electromagnetic clutch, and so on. 
     In operation, when the power of the motor driver  107  is transmitted to the drive shaft  116 , the electromechanical device  104  rotates in a clockwise direction for a specified amount of time. On the other hand, when the drive shaft  116  disengages the transmission of the drive power from the motor driver  107 , the drive shaft  116  and the gearboxes are rendered freely rotatable relative to torque transmission to a wheel or a conveyor or a machine. 
     As shown in  FIG.  3 B , the system  50  includes the motor coil housing  100  meshed with the gearboxes rotatable in operative association with the wheel or conveyor, bearings  112  rotatable, the motor coil housing  100  configured to cause the connecting member  106  to generate a magnetic force which causes the member  106  to be moved along the rotational axis and pulled into contact with each other, and a power supply for supplying electric power to the motor coil  101 . In this embodiment, the motor coil housing  100  wound around a bobbin is fixed to the electromechanical device  104 , so that the motor coil housing  100  and the drive shaft  116  are rotated in unison. 
     Further, in system  50 , the gearboxes and the bearings  112 ,  126  are supported to be rotatable relative to the drive shaft  116 . On the other hand, the electromechanical device  104  is supported to be rotatable in unison with the drive shaft  116 . When power is removed from the system  50 , the first gearbox housing  9   9  is free to turn with the drive shaft  116 . The connecting member  106  holds the first gearbox housing  9   9  and the second gearbox housing away when power is released, creating the electromechanical device  104  to run clockwise and anti-clockwise directions. At slow speeds, the electromechanical device  104  is so low that the current to the coils in gearboxes is low. Because of that there is not much engagement. Therefore, only low torque can be transmitted. 
       FIG.  4 A  shows an internal view and  FIG.  4 B  shows an assembled view of a stateful clutch system  50  in engagement state. Referring to  FIG.  4 A  &amp;  FIG.  4 B , the stateful clutch  50  comprises a first gearbox housing  99 , a second gearbox housing  102 , connecting member  106 , a supporting member  108  and bearings  112 . 
     As shown in  FIG.  4 A  &amp;  FIG.  4 B , between the first gearbox housing  9   9  and the second gearbox housing  102 , there is a connecting member  106  having one side thereof fixed to the second gearbox housing  102  side and the other side thereof slidably contacting the first gearbox housing  9   9  side. In this embodiment, the support member  108  as the connecting member  106  is fixed to the gearboxes which is rotatable together with the first gearbox housing  9   9  and this connecting member  106  slidably contacts the first gearbox housing  99 . With this, by the support member  108 , the first gearbox housing  9   9  and the second gearbox housing  102  are urged in directions away from each other. 
     The above-described first gearbox housing  99 , the second gearbox housing  102 , the connecting member  106  and the power supply have circular annular shapes and are arranged concentrically relative to each other. The first gearbox housing  9   9  is formed of such a material as iron, capable of being attracted by a magnetic force. Further, this first gearbox housing  9   9  includes the gearboxes engageable with the bearings  112  formed accordingly. With this, the first gearbox housing  9   9  is rotatable in operative association with the rotation of the wheel or conveyor and is movable along the axis of the drive shaft  116  closer to/away from the second gearbox housing  102 . 
     Some of the advantages of the present system is firstly, the system can be used in a remote location and in automatic transmission. In addition, the system is fast and easy to operate.