CN111527318A

CN111527318A - Coupling joint

Info

Publication number: CN111527318A
Application number: CN201880083909.4A
Authority: CN
Inventors: 礒部央
Original assignee: Nabeya Bi Tech KK
Current assignee: Nabeya Bi Tech KK
Priority date: 2018-05-17
Filing date: 2018-05-17
Publication date: 2020-08-11
Anticipated expiration: 2038-05-17
Also published as: CN111527318B; JPWO2019220598A1; JP7162913B2; WO2019220598A1

Abstract

The shaft coupling is provided with: a drive hub connected to the drive shaft so as to be integrally rotatable; a driven hub connected to the driven shaft so as to be integrally rotatable; and a rotation transmission unit for transmitting rotation between the driving hub and the driven hub. The coupling further includes a dynamic vibration reducer integrally connected to an outer peripheral surface of the rotation transmission portion. By attaching the dynamic vibration reducer to the rotation transmission unit, the vibration absorption can be improved while maintaining the torsional rigidity as it is.

Description

Coupling joint

Technical Field

The present invention relates to a shaft coupling.

Background

Patent document 1

Conventionally, as disclosed in patent documents 1 and 2, a coupling disposed between a drive shaft and a driven shaft includes: a drive hub coupled to the drive shaft; a driven hub coupled to the driven shaft; and a rotation transmission unit for transmitting rotation between the two hub members.

In patent documents 1 and 2, a leaf spring and an elastic body are interposed between a driving hub and a driven hub in order to improve vibration absorption.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open No. 2006 and 348992

Patent document 2: japanese laid-open patent application No. 2010-203469

Disclosure of Invention

Problems to be solved by the invention

However, if a means for improving the vibration absorption is newly interposed between the driving hub and the driven hub in this way, the torsional rigidity of the joint is lowered.

The invention aims to: provided is a shaft coupling having vibration absorbing properties while maintaining torsional rigidity.

Means for solving the problems

In order to solve the above problem, according to an aspect of the present invention, there is provided a coupling including: a drive hub connected to the drive shaft so as to be integrally rotatable; a driven hub connected to the driven shaft so as to be integrally rotatable; and a rotation transmission portion that transmits rotation between the driving hub and the driven hub and has a non-interference portion that does not interfere with torsional rigidity of the entire coupling, wherein the coupling includes a dynamic vibration reducer integrally coupled to the rotation transmission portion.

According to this configuration, the dynamic vibration reducer is attached to the rotation transmission unit, and thus the vibration absorption performance can be improved while maintaining the torsional rigidity.

Preferably, the dynamic vibration reducer includes an inertial body and an elastic member that is interposed between the inertial body and the rotation transmission unit and supports the inertial body, and the inertial body and the elastic member are disposed so as not to contact the driving hub and the driven hub.

With this configuration, the dynamic vibration reducer can more reliably exhibit its own damping performance and vibration absorbing performance.

Preferably, the inertial body includes a covering portion that covers an outer peripheral surface of at least one of the driving hub and the driven hub, and a supported portion that is a portion supported by the elastic member and is integrally connected to the covering portion.

According to this configuration, when the vibration absorption performance of the inertial body disposed so as to cover the outer peripheral surface of the hub is made equal to that of the inertial body formed in a disc shape, for example, the outer diameter from the rotation axis center of the inertial body can be reduced as compared with the disc-shaped inertial body, and the size of the outer shape can be reduced.

Preferably, the elastic member and the inertial body are formed in an annular shape in cross section and are coaxially fixed to the rotation transmission unit.

According to this configuration, the elastic member and the inertial mass are formed in a ring shape in cross section and are coaxially fixed to the rotation transmission part, so that the dynamic vibration reducer can more reliably exhibit its own damping performance and vibration absorbing performance.

Preferably, the elastic member is arranged in a plurality in a circumferential direction of an outer peripheral surface of the rotation transmission unit, and the inertial body is supported by the rotation transmission unit via the elastic member and is disposed to face the rotation transmission unit with a gap at a portion not facing the elastic member.

According to this configuration, since the plurality of elastic members are arranged in the circumferential direction of the outer peripheral surface of the rotation transmission unit, the inertial body is supported by the rotation transmission unit via the elastic members, and is disposed so as to face the rotation transmission unit with a gap at a portion not facing the elastic members, and thus the vibration absorption performance can be improved while maintaining the torsional rigidity as it is.

Further, the dynamic vibration reducer attached to the rotation transmission unit may be provided as a 1 st dynamic vibration reducer, and the 2 nd dynamic vibration reducer may be integrally coupled to a non-interference portion that does not interfere with the torsional rigidity of the entire coupling, the non-interference portion being a portion of at least one of the driving hub and the driven hub.

According to this configuration, by attaching the 2 nd dynamic vibration reducer to the non-interference portion that does not interfere with the torsional rigidity of the entire joint, the vibration absorption can be further improved while maintaining the torsional rigidity as it is.

Further, the inertial body and the elastic member of the 1 st dynamic vibration reducer may be defined as a 1 st inertial body and a 1 st elastic member, and the 2 nd dynamic vibration reducer may include: a 2 nd inertial body; a mounting member that mounts the 2 nd inertial body to the non-intervention site; and one or more 2 nd elastic members interposed between the 2 nd inertial body and the mounting member and supporting the 2 nd inertial body, the mounting member, and the 2 nd elastic member being disposed so as not to contact the driving shaft and the driven shaft.

According to this configuration, the 2 nd dynamic vibration reducer can also more reliably exhibit its own damping performance and vibration absorbing performance.

The hub may be formed in a cylindrical shape, have a shaft hole into which the drive shaft or the driven shaft is fitted, and have a pair of end surfaces in an axial direction, and the non-interference portion may be one end surface of the hub.

According to this configuration, by attaching the 2 nd dynamic vibration reducer to the end surface of the cylindrical hub, the vibration absorption performance can be improved while maintaining the torsional rigidity as it is.

Further, preferably, the 2 nd inertial body is configured to include: a covering portion that covers an outer peripheral surface of the hub to which the mounting member is attached; and a supported portion that is a portion supported by the 2 nd elastic member and is integrally connected to the covering portion.

According to this configuration, when the 2 nd inertial body disposed so as to cover the outer peripheral surface of the hub is made to have the same vibration absorption as that of the inertial body formed in a disc shape, for example, the outer diameter from the rotation axis center of the inertial body can be reduced as compared with the disc-shaped inertial body, and the size of the outer shape can be reduced.

Further, it is preferable that the 2 nd dynamic vibration reducer is attached to each of the driving hub and the driven hub.

According to this configuration, as compared with the case where the 2 nd dynamic vibration reducer is attached to one hub, it is possible to resist variation in parameters such as acceleration and deceleration, that is, it is possible to improve robustness. In addition, the responsiveness to changes in the driving side can be improved at the same inertia torque ratio as compared with the case where the 2 nd dynamic vibration reducer is attached to one hub, and the responsiveness to a motor command can be improved, for example, in the case where the drive shaft is the output shaft of the motor.

Drawings

Fig. 1 is a perspective view of a shaft coupling with a dynamic vibration reducer according to embodiment 1.

Fig. 2 is a perspective view of the coupling with the dynamic vibration reducer and the coupling screw according to embodiment 1.

Fig. 3 is an exploded perspective view of the dynamic vibration reducer and the coupling according to embodiment 1.

Fig. 4 is an exploded perspective view of the coupling with the dynamic vibration reducer of embodiment 1 omitted.

Fig. 5 is a sectional view of the shaft coupling with the dynamic vibration reducer of embodiment 1.

Fig. 6 is a perspective view of the shaft coupling with the dynamic vibration reducer of embodiment 2.

Fig. 7 is an exploded perspective view of the dynamic vibration reducer and the coupling of embodiment 2.

Fig. 8 is a sectional view of the shaft coupling with the dynamic vibration reducer of embodiment 2.

Fig. 9 is a perspective view of the shaft coupling with the dynamic vibration reducer of embodiment 3.

Fig. 10 is a perspective view of the shaft coupling with the dynamic vibration reducer of embodiment 3.

Fig. 11 is a perspective view of the shaft coupling with the dynamic vibration reducer of embodiment 4.

Fig. 12 is an exploded perspective view of the dynamic vibration reducer and the coupling of embodiment 4.

Fig. 13 is a sectional view of the coupling with the dynamic vibration reducer of embodiment 4.

Detailed Description

< embodiment 1 >

Embodiment 1 of a coupling according to the present invention will be described with reference to fig. 1 to 5.

As shown in fig. 1 and 2, the joint 10 has a dynamic vibration reducer 70.

As shown in fig. 3 to 5, the joint 10 includes: a drive hub 40 connected with the drive shaft 12; a driven hub 50 connected to the driven shaft 14; a transmission member 60 disposed between the drive hub 40 and the driven hub 50; and a pair of

disc units

80, 90 respectively disposed between the driving hub 40 and the transmission member 60 and between the driven hub 50 and the transmission member 60. The joint 10 of the present embodiment is a double-disc flexible joint including

disc units

80 and 90.

As shown in fig. 4 and 5, the drive hub 40 is formed in a cylindrical shape by aluminum, stainless steel, or the like. The drive hub 40 has a circular cross-sectional outer peripheral surface 41 and circular outer and

inner end surfaces

42, 43. A shaft hole 44 having a circular cross section is formed through the center portions of the outer end surface 42 and the inner end surface 43. As shown in fig. 5, the drive hub 40 has a slit 45 formed from the outer peripheral surface 41 to the inner peripheral surface of the shaft hole 44, and a slit 46 formed from the outer end surface 42 to the slit 45 as shown in fig. 4.

As shown in fig. 5, in a state where the drive shaft 12 is inserted into the shaft hole 44 from the outer end surface 42 side, the shaft hole 44 is reduced in diameter by tightening a fastening screw 48 (see fig. 2) within a range allowed by the slit 46, and the drive shaft 12 is connected to the drive hub 40 so as to be integrally rotatable.

As shown in fig. 4 and 5, the driven hub 50 is formed in a cylindrical shape from aluminum, stainless steel, or the like. The driven hub 50 has a circular outer peripheral surface 51 in cross-section and has circular outer and

inner end surfaces

52, 53 in the axial direction. A shaft hole 54 having a circular cross section is formed through the center of the outer end surface 52 and the inner end surface 53. As shown in fig. 5, the driven hub 50 has a slit 55 formed from the outer peripheral surface 51 to the inner peripheral surface of the shaft hole 54 and a slit 56 formed from the outer end surface 52 to the slit 55. As shown in fig. 5, in a state where the driven shaft 14 is inserted into the shaft hole 54 from the outer end surface 52 side, the coupling screw 58 (see fig. 2) is tightened within a range allowed by the slit 56 to reduce the diameter of the shaft hole 54, whereby the driven shaft 14 is coupled to the driven hub 50 so as to be integrally rotatable.

The disk unit 80 is configured by stacking a plurality of metal plate springs having the same size and formed in a disk shape. A through hole 82 having a circular cross section is formed in the center of each leaf spring constituting the disk unit 80. As shown in fig. 5, the disc unit 80 is fastened and fixed to the inner end surface 43 of the drive hub 40 by means of a plurality of drive bolts 81 inserted from the side of the transmission member 60. The drive bolts 81 are disposed at equal angles around the rotation center of the joint 10. As shown in fig. 5, the head of the drive bolt 81 and the disc unit 80 are fastened by the drive bolt 81 with a spacer 85 interposed therebetween.

The transmission member 60 is formed in a cylindrical shape by aluminum, stainless steel, or the like, and a through hole 61 is provided between a pair of end surfaces 62, 63.

As shown in fig. 5, the disc unit 80 is fastened to the end surface 62 of the transmission member 60 by a plurality of transmission bolts 83 inserted from the drive hub 40 side, and is integrally fixed to the end surface 62. The drive bolts 83 are disposed between the drive bolts 81 on the annular end surface of the disc unit 80, and the adjacent drive bolts 81 are disposed apart from each other so as to make the rotation center of the joint 10 an equal angle.

Further, the head of the drive bolt 81 is fitted with play to the recess 64 provided in the end surface 62 of the transmission member 60. In addition, the head of the transmission bolt 83 fits with play into the recess 47 of the drive hub 40.

The disk unit 90 has the same size as the metal leaf spring of the disk unit 80, and is formed by stacking a plurality of metal leaf springs having the same size and formed in a disk shape. A through hole 92 having a circular cross section is formed in the center of each leaf spring constituting the disk unit 90. As shown in fig. 5, the disc unit 90 is fastened and fixed to the inner end surface 53 of the driven hub 50 by a plurality of drive bolts 91 inserted from the side of the transmission member 60.

The drive bolts 91 are disposed at equal angles around the rotation center of the joint 10. As shown in fig. 5, the head of the drive bolt 91 and the disc unit 90 are fastened by the drive bolt 91 via a spacer 95.

As shown in fig. 5, the disc unit 90 is fastened to the end surface 63 of the transmission member 60 by a plurality of transmission bolts 93 inserted from the driven hub 50 side, and is integrally fixed to the end surface 63. As shown in fig. 5, the head of the drive bolt 93 and the disc unit 90 are fastened by the drive bolt 93 via a spacer 94.

The drive bolts 93 are disposed between the drive bolts 91 at the annular end surface of the disk unit 90, and are disposed so as to be spaced apart from the adjacent drive bolts 91 by an equal angle with respect to the rotation center of the joint 10.

Further, the head of the power transmission bolt 91 is fitted with play to the recess 65 provided on the end surface 63 of the transmission member 60. In addition, the head of the drive bolt 93 is fitted with play to the recess 57 formed in the inner end surface 53 of the driven hub 50.

The disc unit 80, the

drive bolts

81, 83, the transmission member 60, the drive bolt 93, the disc unit 90, and the

drive bolts

91, 93 constitute a rotation transmission portion.

As shown in fig. 5, in the coupling 10 in the use state, when the drive shaft 12 is rotated by a motor not shown, the rotational motion is transmitted to the plurality of power transmission bolts 81 via the drive hub 40. And, the transmission bolt 81 is transmitted to the plurality of transmission bolts 83 via the disc unit 80, and is transmitted to the transmission member 60. The rotational movement transmitted to the transmission member 60 is transmitted to the disc unit 90 via a plurality of drive bolts 93 and to the driven hub 50 via the drive bolts 91. And, the rotational motion transmitted to the driven hub 50 is transmitted to the driven shaft 14. In the process of transmitting the torque from the drive shaft 12 to the driven shaft 14, the elastic force of the

disc units

80 and 90 causes the coupling 10 to flex, and the rotational motion is smoothly transmitted even in a state where the central axis of the drive shaft 12 and the central axis of the driven shaft 14 are not aligned with each other.

As shown in fig. 2, 3, and 5, the dynamic vibration reducer 70 is attached to the transmission member 60. As shown in fig. 2, the dynamic vibration reducer 70 includes a vibration damper 72 and an inertial body 73. The dynamic vibration reducer 70 sets parameters such as the mass thereof by, for example, a fixed point theory or an optimum tuning method in order to suppress the vibration of the transmission member 60 in the coupling 10.

The vibration damping body 72 is formed in a cylindrical shape by an elastic material such as synthetic rubber or an elastic body. That is, the vibration damping body 72 is formed to have a ring-shaped cross section, more specifically, a circular ring-shaped cross section, has a certain thickness, and has the same length as the length of the transmission member 60. The length of the vibration damping body 72 is not limited to the same length as the transmission member 60, and may be shorter or longer than the length of the transmission member 60. As shown in fig. 5, the vibration damping body 72 is arranged so as not to contact the driving hub 40 and the driven hub 50. The vibration damping body 72 corresponds to an elastic member. The vibration damping body 72 is fixed to the outer peripheral surface of the transmission member 60 by an adhesive. The outer peripheral surface of the transmission member 60 corresponds to a non-interference portion that does not interfere with the torsional rigidity of the entire joint. The vibration damping body 72 has a circular mounting hole 72a at the center. The outer diameter of the transmission member 60 is the same as the outer diameter of the mounting hole 72a, and is coaxially arranged.

As shown in fig. 3 and 5, the inertial body 73 is made of metal such as stainless steel or iron, and a mounting hole 73a formed therethrough is fixed to an outer peripheral surface (mounting surface) 72b of the vibration damping body 72 by an adhesive agent and is disposed coaxially with the transmission member 60. The inner peripheral surface of the mounting hole 73a corresponds to a supported portion.

The operation of the coupling 10 with a dynamic vibration reducer configured as described above will be described.

When the drive shaft 12 is rotated by a motor, not shown, the rotational motion is transmitted to the driven shaft 14 via the drive hub 40, the disc unit 80, the transmission member 60, the driven hub 50, and the like. Further, the dynamic vibration reducer 70 coupled to the transmission member 60 absorbs the vibration of the transmission member 60 by applying a reaction force proportional to the vibration and the amplitude in the transmission member 60 via the inertial body 73. Further, the vibration damping body 72 of the dynamic vibration reducer 70 damps the vibration of the transmission member 60 by its own damping performance.

According to the present embodiment, the following effects can be obtained.

(1) In the joint 10, the dynamic vibration reducer 70 is integrally coupled to the transmission member 60.

As a result, the dynamic vibration reducer is attached to the transmission member 60 having the nonintervention portion that does not interfere with the torsional rigidity of the entire joint, and the vibration absorption can be improved while maintaining the torsional rigidity as it is.

(2) The dynamic vibration reducer 70 includes an inertial body 73 and a vibration damper 72, and the vibration damper 72 is an elastic member that supports the inertial body 73 by interposing the inertial body 73 between the inertial body 73 and the outer peripheral surface of the transmission member 60 that is a non-intervention site.

The inertial body 73 and the vibration damping body 72 are disposed so as not to contact with the drive shaft 12 and the driven shaft 14, respectively. With this configuration, the dynamic vibration reducer can more reliably exhibit its own damping performance and vibration absorbing performance.

(3) The transmission member 60 is formed in a cylindrical shape, and its outer peripheral surface is a non-interference portion that does not interfere with the torsional rigidity of the entire coupling. As a result, by attaching the dynamic vibration reducer 70 to the columnar transmission member 60, the vibration absorbability can be improved while maintaining the torsional rigidity as it is.

Next, a coupling according to another embodiment shown in fig. 6 to 13 will be described. The coupling 10 of each of the other embodiments is the same as the coupling 10 of embodiment 1, but differs greatly from embodiment 1 in that the

dynamic vibration absorbers

20 and 30 are provided in addition to the shape of the dynamic vibration absorbers, the mounting structure of the dynamic vibration absorbers to the transmission member 60, and the dynamic vibration absorbers 70.

Hereinafter, a structure different from that of embodiment 1 will be further described.

< embodiment 2 >

The dynamic vibration reducer 170 of embodiment 2 shown in fig. 6 to 8 includes a vibration damper 172 and an inertial body 173.

The vibration damping member 172 is formed in a tubular shape by an elastic material such as synthetic rubber or an elastic body. That is, the vibration damping body 172 has a ring-shaped cross section, specifically, a circular ring-shaped cross section, has a certain thickness, and has the same length as the transmission member 60. The length of the vibration damping body 172 is not limited to the same length as the transmission member 60, and may be shorter or longer than the length of the transmission member 60. The vibration damping body 172 corresponds to an elastic member.

As shown in fig. 7 and 8, the inertial body 173 is made of metal such as stainless steel or iron, and is formed in a cylindrical shape as a whole, and has an annular cross section, specifically, a circular annular cross section.

The inertial body 173 has: a portion through which an attachment hole 173a extending in the axial direction is inserted and in which the center portion in the axial direction is fixedly supported by the outer peripheral surface of the vibration damping body 172 with an adhesive; and covering

portions

174 and 175 integrally connected to both longitudinal ends of the central portion and covering the ends of the driving hub 40 and the driven hub 50 that face the transmission member 60. That is, the

cover portions

174, 175 are disposed separately from the driving hub 40 and the driven hub 50. In the inertial body 173, the center portion in the axial direction corresponds to the supported portion.

According to the present embodiment, the following effects can be obtained.

(4) The inertial body 173 of the present embodiment has covering

portions

174 and 175, and the covering

portions

174 and 175 cover the outer peripheral surfaces of both the driving hub 40 and the driven hub 50. As a result, when the vibration absorption of the inertial body 173 disposed so as to cover the outer peripheral surfaces of the driving hub 40 and the driven hub 50 is made the same as that of an inertial body formed in a disc shape, for example, the outer diameter from the rotation axis center can be reduced as compared with the disc-shaped inertial body, and the size of the outer shape can be reduced.

< embodiment 3 >

The dynamic vibration reducer 180 according to embodiment 3 shown in fig. 9 and 10 includes a plurality of vibration dampers 182 and an inertial body 183.

The vibration damping body 182 is formed in a pin shape with a circular cross section by an elastic material such as an elastomer or an elastomer. As shown in fig. 10, the vibration damping body 182 is fixed to the plurality of mounting grooves 66 by an adhesive, press fitting, or the like, and the plurality of mounting grooves 66 extend in the axial direction and are recessed at equal intervals in the circumferential direction on the outer circumferential surface of the transmission member 60. The vibration damping body 182 may be press-fitted into the mounting groove 66 in a non-detachable or detachable manner. When the vibration damping body 182 cannot be detached from the mounting groove 66 by press-fitting, the inertial body 183 can be replaced with another inertial body 183 having a different mass and shape. As a result, adjustment of vibration suppression can be performed. The cross section of the mounting groove 66 is concavely provided in a circular arc shape.

By attaching the plurality of vibration damping bodies 182 to the plurality of mounting grooves 66, the vibration damping bodies 182 are arranged at equal intervals in the circumferential direction on the outer circumferential surface of the transmission member 60. The vibration damping body 182 is disposed so as not to protrude in the longitudinal direction of the mounting groove 66, and the circumferential surface of the vibration damping body 182 beyond the half circumferential surface is disposed so as to be exposed from the mounting groove 66 in the radial direction of the mounting groove 66. The vibration damping body 182 corresponds to a plurality of elastic members.

The inertial body 183 is made of metal such as stainless steel or iron, is formed in a cylindrical shape as a whole, and has an annular cross section, specifically, a circular annular cross section. The inertial body 183 has the same length as the length of the transmission member 60, but the length thereof is not limited to the same length as the transmission member 60.

The inertial body 183 is attached to the transmission member 60 via the vibration damping body 182 by fitting the vibration damping body 182 into a plurality of fitting grooves 184 provided on the inner circumferential surface 183a thereof and fixing the same by an adhesive, press fitting, or the like. The vibration damping body 182 may be press-fitted into the fitting groove 184 in a non-detachable or detachable manner. When the vibration damping body 182 cannot be detached from the fitting groove 184 by press-fitting, the inertial body 183 can be replaced with another inertial body 183 having a different mass and shape. As a result, adjustment of vibration suppression can be performed. The fitting grooves 184 extend in the axial direction in the inner peripheral surface 183a of the inertial body 183, and are formed at equal intervals in the circumferential direction.

The inertial body 183 is disposed so as not to interfere with the outer peripheral surface of the transmission member 60, with a gap formed in the transmission member 60 so as to be radially separated from the inertial body 183.

The inner surface of the fitting groove 184 of the inertial body 183 corresponds to the supported portion.

(5) In the present embodiment, a plurality of vibration dampers 182 are arranged in the circumferential direction of the outer circumferential surface of the transmission member 60. The inertial body 183 is supported by the transmission member 60 via the vibration damping body 182. The inertial body 183 is disposed so as to face the transmission member 60 with a gap at a portion not facing the vibration damping body 182. As a result, the vibration absorption can be improved while maintaining the torsional rigidity of the entire joint.

< embodiment 4 >

The shaft coupling 10 according to embodiment 4 shown in fig. 11 to 13 is attached to the transmission member 60, and further includes

dynamic vibration absorbers

20 and 30 in the driving hub 40 and the driven hub 50, as in embodiment 1.

The dynamic vibration reducer 20 and the dynamic vibration reducer 30 will be described below.

As shown in fig. 11 and 13, the dynamic vibration reducer 20 is attached to the drive hub 40. As shown in fig. 12, the dynamic vibration reducer 20 includes a mounting body 21, a vibration damping body 22, and an inertial body 23. The dynamic vibration reducer 20 is set with parameters such as its mass by, for example, a fixed point theory or an optimum tuning method, in order to suppress vibration on the side of the coupling 10 where the driving hub 40 is located. In the present embodiment, the dynamic vibration reducer 70 corresponds to the 1 st dynamic vibration reducer, and the dynamic vibration reducer 20 corresponds to the 2 nd dynamic vibration reducer.

The mounting body 21 is made of metal such as aluminum, is formed in a circular ring shape, has a certain thickness, and has rigidity. The mounting body 21 corresponds to a mounting member. The mounting body 21 is fixed to the outer end face 42 of the drive hub 40 by mounting bolts 25 arranged at equal intervals. The outer end face 42 corresponds to a non-interference portion that does not interfere with the torsional rigidity of the coupling as a whole. The mounting body 21 has a circular insertion hole 21a in the center. The insertion hole 21a does not interfere with the inserted drive shaft 12 by having an inner diameter larger than the diameter of the drive shaft 12. The mounting body 21 is partially cut out at a portion formed along the circumferential direction by a slit 24 extending radially from the insertion hole 21 a.

The vibration damping body 22 is formed in a circular ring shape by an elastic material such as synthetic rubber or an elastic body, and has a certain thickness. The vibration damping body 22 corresponds to a single 2 nd elastic member. The vibration damping body 22 is fixed to the mounting body 21 by an adhesive. The vibration damping body 22 has a circular insertion hole 22a at the center. The insertion hole 22a and the insertion hole 21a have the same inner diameter and are coaxially arranged, and the drive shaft 12 is inserted without interference by the inner diameter being larger than the diameter of the drive shaft 12. The insertion hole 22a does not have to have the same inner diameter as the insertion hole 21a, as long as the inner diameter is larger than the diameter of the drive shaft 12.

A recess 27 is formed in the inner peripheral surface of the insertion hole 22a of the vibration damping body 22 so as not to contact the head of the mounting bolt 25. The vibration damping body 22 is partially cut at a portion formed along the circumferential direction by a slit 26 extending in the radial direction.

As shown in fig. 12 and 13, the inertial body 23 is made of metal such as stainless steel or iron, and includes a disc-shaped plate portion 28 and a cylindrical tube portion 29 integrally connected to a peripheral edge portion of the plate portion 28. The inner surface of the plate portion 28 is fixed to the mounting surface 22b of the vibration damping body 22 by an adhesive. The plate portion 28 corresponds to the supported portion. A circular insertion hole 28a is formed in the center of the plate 28. The insertion hole 28a is coaxially arranged with the insertion hole 21a and has the same inner diameter, and the drive shaft 12 is inserted without interference by the inner diameter being larger than the diameter of the drive shaft 12. The insertion hole 28a does not have to have the same inner diameter as the insertion hole 21a, as long as the inner diameter is larger than the diameter of the drive shaft 12. A recess 28b is formed in the inner peripheral surface of the insertion hole 28a so as not to contact the head of the mounting bolt 25.

In the present embodiment, the inertial body 73 of the dynamic vibration reducer 70 corresponds to the 1 st inertial body, and the inertial body 23 corresponds to the 2 nd inertial body. The vibration damper 72 of the dynamic vibration reducer 70 corresponds to the 1 st elastic member.

As shown in fig. 13, the cylindrical portion 29 is disposed coaxially with the drive hub 40 so as to cover the entire outer peripheral surface of the drive hub 40. The tube portion 29 corresponds to a covering portion. The cylindrical portion 29 is formed with a through hole 29a penetrating between the inner peripheral surface and the outer peripheral surface, and the coupling screw 48 can be inserted therethrough.

As shown in fig. 13, the dynamic vibration reducer 30 is mounted to the driven hub 50. As shown in fig. 12, the dynamic vibration reducer 30 includes an attachment body 31, a vibration damping body 32, and an inertial body 33. The dynamic vibration reducer 30 is set with parameters such as its mass by, for example, a fixed point theory or an optimum tuning method, in order to suppress vibration on the side where the driven hub 50 is located in the coupling 10. The dynamic vibration reducer 30 corresponds to the 2 nd dynamic vibration reducer.

In the present embodiment, the various components on the driving hub side including the driving hub 40 are equivalent to the various components on the driven hub side including the driven hub 50, and therefore the sizes of the mounting body 31, the vibration damping body 32, and the inertial body 33 of the dynamic vibration reducer 30 have the same size and weight as the mounting body 21, the vibration damping body 22, and the inertial body 23 of the dynamic vibration reducer 20.

The mounting body 31 is made of metal such as aluminum, is formed in a circular ring shape, has a certain thickness, and has rigidity. The mounting body 31 corresponds to a mounting member. The mounting body 31 is fixed to the outer end surface 52 of the driven hub 50 by mounting bolts 35 disposed at equal intervals with respect to the outer end surface 52 of the driven hub 50. The outer end surface 52 corresponds to a non-interfering portion that does not interfere with the torsional rigidity of the coupling as a whole. The mounting body 31 has a circular insertion hole 31a in the center. The insertion hole 31a does not interfere with the driven shaft 14 being inserted by having an inner diameter larger than the diameter of the driven shaft 14. The mounting body 31 is partially cut out at a portion formed along the circumferential direction by a slit 34 extending radially from the insertion hole 31 a.

The vibration damping body 32 is formed in a circular ring shape by an elastic material such as synthetic rubber or an elastic body, and has a certain thickness. The vibration damping body 32 corresponds to a single 2 nd elastic member. The vibration damping body 32 is fixed to the mounting body 31 by an adhesive. The vibration damping body 32 has a circular insertion hole 32a at the center. The insertion hole 32a is coaxially arranged with the insertion hole 31a and has the same inner diameter, and the driven shaft 14 is inserted without interference by the inner diameter being larger than the diameter of the driven shaft 14. The insertion hole 32a does not have to have the same inner diameter as the insertion hole 31a, as long as the inner diameter is larger than the diameter of the driven shaft 14. A recess 27 is formed in the inner peripheral surface of the insertion hole 32a of the vibration damping body 32 so as not to contact the head of the mounting bolt 35. The vibration damping body 32 is partially cut at a portion formed along the circumferential direction by a slit 36 extending in the radial direction.

As shown in fig. 12 and 13, the inertial body 33 is made of metal such as stainless steel or iron, and includes a disc-shaped plate portion 38 and a cylindrical tube portion 39 integrally connected to a peripheral edge portion of the plate portion 38. The inner surface of the plate portion 38 is fixed to the mounting surface 32b of the vibration damping body 32 with an adhesive. The plate portion 38 corresponds to the supported portion. An insertion hole 38a is formed in the center of the plate portion 38. The insertion hole 38a is coaxially disposed with the insertion hole 31a and has the same inner diameter, and the driven shaft 14 is inserted without interference when the inner diameter is larger than the diameter of the driven shaft 14. The insertion hole 38a does not have to have the same inner diameter as the insertion hole 31a, as long as the inner diameter is larger than the diameter of the driven shaft 14. A recess 38b is formed in the inner peripheral surface of the insertion hole 38a so as not to contact the head of the mounting bolt 35.

As shown in fig. 13, the cylindrical portion 39 is disposed coaxially with the driven hub 50 so as to cover the entire outer peripheral surface of the driven hub 50. The cylindrical portion 39 is formed with a through hole 39a penetrating between the inner peripheral surface and the outer peripheral surface, and the coupling screw 58 can be inserted therethrough.

(6) In the present embodiment, in addition to the effects of embodiment 1, the dynamic vibration reducer 20 coupled to the drive hub 40 absorbs the vibration of the drive hub 40 by applying a reaction force proportional to the vibration and amplitude in the drive hub 40 via the inertial body 23. In addition, the vibration attenuating body 22 of the dynamic vibration absorber 20 attenuates the vibration of the driving hub 40 by its own attenuation performance.

(7) On the other hand, in the dynamic vibration reducer 30 coupled to the driven hub 50, the inertial body 33 applies a reaction force proportional to the vibration and amplitude in the driven hub 50, thereby absorbing the vibration of the driven hub 50. In addition, the vibration attenuating body 32 of the dynamic vibration reducer 30 attenuates the vibration of the driven hub 50 by its own damping performance.

(8) In the present embodiment, the

dynamic vibration absorbers

20 and 30 are attached to the driving hub 40 and the driven hub 50 of the joint 10, respectively. Therefore, the coupling 10 of the present embodiment can improve the response to a change in the driving side, for example, the response to a motor command, as compared with the case where only one dynamic vibration reducer is attached to either one of the driving hub 40 and the driven hub 50 of the coupling 10, at the same load moment of inertia, that is, at the same moment of inertia ratio.

In addition, robustness can be improved, and changes in parameters relating to the torque transmission system can be resisted.

In addition, in the present embodiment, since the

cylindrical portions

29 and 39 of the

inertial bodies

23 and 33 of the

dynamic vibration absorbers

20 and 30 are disposed so as to cover the driving hub 40 and the driven hub 50, the size in the radial direction can be reduced and the size can be reduced as compared with the case where the

inertial bodies

23 and 33 are formed in a circular plate shape as a whole.

In addition, the present embodiment may be modified as follows.

In the above embodiment, the coupling is of a double-disk type, but may be of a single-disk type. The coupling is not limited to a disc-shaped coupling, and other types of flexible couplings or rigid couplings may be used instead.

Although the covering

portions

174 and 175 are provided in the embodiment 2, only the covering portion 174 or only the covering portion 175 may be provided.

In embodiment 2, the covering

portions

174 and 175 cover the end portions of the driving hub 40 and the driven hub 50 that face the transmission member 60, but the entire outer peripheral surfaces of the driving hub 40 and the driven hub 50 may be covered separately.

In embodiment 4, the

dynamic vibration absorbers

20 and 30 are attached to the driving hub 40 and the driven hub 50 of the joint 10 in addition to the dynamic vibration absorber 70, respectively, but the dynamic vibration absorbers may be attached to either hub in addition to the dynamic vibration absorber 70.

In embodiment 4, the

vibration damping bodies

22 and 32 are a single 2 nd elastic member, but a plurality thereof may be provided.

The shape of the transmission member 60 is a cylindrical shape, but is not limited to the cylindrical shape. For example, the shape of the following rotating body may be adopted: the planar figure is a three-dimensional figure formed by rotating a plane figure one turn around a straight line on the plane as an axis, like a truncated cone.

In the above embodiment, the dynamic vibration reducer is integrally connected to the outer peripheral surface of the transmission member 60, but may be integrally connected to the end surface of the transmission member 60.

Claims

1. A coupling is provided with: a drive hub connected to the drive shaft so as to be integrally rotatable; a driven hub connected to the driven shaft so as to be integrally rotatable; and a rotation transmission unit for transmitting rotation between the driving hub and the driven hub and having a non-interference portion that does not interfere with torsional rigidity of the coupling as a whole,

the coupling includes a dynamic vibration reducer integrally connected to the rotation transmission unit.

2. The shaft coupling according to claim 1,

the dynamic vibration absorber includes an inertial body and an elastic member interposed between the inertial body and the rotation transmission portion and supporting the inertial body, and the inertial body and the elastic member are disposed so as not to contact the driving hub and the driven hub.

3. The shaft coupling according to claim 2,

the inertial body has a covering portion that covers an outer peripheral surface of at least one of the driving hub and the driven hub, and a supported portion that is a portion supported by the elastic member and is integrally connected to the covering portion.

4. A shaft coupling according to any one of claims 1 to 3,

the elastic member and the inertial body are formed into a ring-shaped cross section and coaxially fixed to the rotation transmission part.

5. A shaft coupling according to any one of claims 1 to 3,

the elastic member is arranged in a plurality in a circumferential direction of an outer peripheral surface of the rotation transmission unit, and the inertial body is supported by the rotation transmission unit via the elastic member and is disposed to face the rotation transmission unit with a gap at a portion not facing the elastic member.

6. The shaft coupling according to any one of claims 1 to 5,

the dynamic vibration reducer mounted to the rotation transmission portion is set as a 1 st dynamic vibration reducer,

the shaft coupling includes a 2 nd dynamic vibration reducer integrally connected to a non-interference portion that does not interfere with torsional rigidity of the entire shaft coupling, the non-interference portion being a portion of at least one of the driving hub and the driven hub.

7. The shaft coupling according to claim 6,

the inertial body and the elastic component of the 1 st dynamic vibration absorber are used as the 1 st inertial body and the 1 st elastic component,

the 2 nd dynamic vibration absorber includes: a 2 nd inertial body; a mounting member that mounts the 2 nd inertial body to the non-intervention site; and one or more 2 nd elastic members interposed between the 2 nd inertial body and the mounting member and supporting the 2 nd inertial body, the mounting member, and the 2 nd elastic member being disposed so as not to contact the driving shaft and the driven shaft.

8. The shaft coupling according to claim 7,

the hub member is formed in a cylindrical shape, has a shaft hole into which the drive shaft or the driven shaft is fitted, and has a pair of end surfaces in an axial direction,

the non-interference part is any one end surface of the hub.

9. The shaft coupling according to claim 7 or claim 8,

the 2 nd inertial body has: a covering portion that covers an outer peripheral surface of the hub to which the mounting member is attached; and a supported portion that is a portion supported by the 2 nd elastic member and is integrally connected to the covering portion.

10. The shaft coupling according to any one of claims 6 to 9,

the 2 nd dynamic vibration reducer is attached to each of the driving hub and the driven hub.