CN112815016B

CN112815016B - Universal coupling for ship

Info

Publication number: CN112815016B
Application number: CN202110090680.0A
Authority: CN
Inventors: 刘渊; 俞翔栋; 丁蓉; 张健; 何柳; 程晓明; 李岳峰
Original assignee: Shanghai Marine Diesel Engine Research Institute
Current assignee: 711th Research Institute of CSIC
Priority date: 2021-01-22
Filing date: 2021-01-22
Publication date: 2022-06-24
Anticipated expiration: 2041-01-22
Also published as: CN112815016A

Abstract

The invention provides a universal coupling for a ship, which comprises a torque transmission shaft and a torque transmission shaft sleeve, wherein the inner wall of the torque transmission shaft sleeve is axially provided with a sliding groove, and a plurality of torque transmission assemblies are arranged between the torque transmission shaft and each sliding groove of the torque transmission shaft sleeve and are connected with the torque transmission shaft through transition pieces. According to the universal coupling for the ship, the plurality of torque transmission assemblies are arranged between the torque transmission shaft and each sliding groove, and the transition piece is arranged, so that the contact stress of the bearing has a self-balancing capacity, the load balancing performance of the bearing is improved, the contact strength of the bearing can be met under the condition of high torque, and the technical problem that the telescopic universal coupling for the torque transmission bearing in the prior art is poor in torque transmission capacity is solved.

Description

Universal coupling for ship

Technical Field

The invention relates to the technical field of mechanical transmission devices, in particular to a universal coupling for a ship.

Background

With the wide application of the elastic vibration isolation technology of diesel engines and gear boxes, the universal coupling becomes one of key devices in a ship power system, and the universal coupling has the main function of meeting the requirements of shafting angular transmission and axial displacement compensation. The axial displacement compensation mechanism is a key component of the universal coupling and mainly plays a role in axial displacement compensation.

Most of the conventional universal coupling axial displacement compensation mechanisms adopt a form of combining a spline shaft and a spline sleeve, the torque of a shaft system is transmitted through a spline pair, and the axial displacement is compensated through sliding friction. This solution has the advantage of greater torque transmission capacity, however, the greater sliding friction resistance will result in greater axial additional force.

In order to reduce the axial additional force, an axial displacement compensation mechanism in the form of a torque transmission bearing is adopted in some special fields such as ship and the like, the torque transmission bearing is arranged on a main shaft, the torque transmission bearing is contacted with a sliding groove and transmits torque, and the axial displacement is compensated through the rolling friction of the bearing between the torque transmission bearing and the sliding groove.

Chinese patent No. cn201521096140.x discloses a telescopic universal coupling, and claim 1 of this patent discloses "telescopic universal coupling, including initiative universal joint, driven universal joint, biography power cover and biography power axle, biography power cover one end is connected with the initiative universal joint, and the other end is the open end, the one end of biography power axle is connected with driven universal joint, and the other end stretches into the inside of biography power cover, biography power axle and biography power are provided with torque transmission device between the cover, torque transmission device includes pivot and bearing, pivot one end and biography power axle fixed connection and along the radial setting of biography power axle, the other end and bearing interference fit, the inner wall of biography power cover is provided with axial rectangular channel, the technical scheme of bearing installation in the rectangular channel".

When the axial displacement compensation of the coupler is realized, the bearing outer ring of the bearing rolls on the inner wall of the rectangular groove to advance, sliding friction is changed into rolling friction, friction force is reduced, and when frequent, quick and large-amplitude displacement compensation is performed, the force transmission sleeve can be prevented from being quickly worn due to large friction force, and the service life is prolonged.

The scheme can obviously reduce the axial additional force, but has the technical problem of weak torque transmission capability.

Disclosure of Invention

The invention aims to provide a universal coupling for a ship, which can meet the contact strength of a bearing under the condition of large torque and solve the technical problem that a telescopic universal coupling of a torque transmission bearing in the prior art is weak in torque transmission capacity.

In order to achieve the above object, according to an aspect of the present invention, there is provided a universal coupling for a ship, including a torque transmission shaft and a torque transmission shaft sleeve, wherein the torque transmission shaft is disposed in the torque transmission shaft sleeve, and a sliding groove is axially disposed on an inner wall of the torque transmission shaft sleeve; a plurality of torque transmission assemblies are arranged between the torque transmission shaft and each sliding chute, and the plurality of torque transmission assemblies are connected with the torque transmission shaft through transition pieces; each torque transmission assembly comprises a pivot and a bearing, the pivot is arranged along the radial direction of the torque transmission shaft, and the bearing is sleeved outside the pivot and arranged in the sliding groove; the transition piece is provided with a first surface deviating from the torsion transmission shaft, and the first surface is provided with a mounting hole; and one end of the pivot is in interference fit with the mounting hole, so that each torque transmission component is connected with the torque transmission shaft.

In some embodiments, the transition piece further has a second surface facing the torque transmission shaft, the second surface is provided with a protrusion structure, the torque transmission shaft is provided with a groove, and the protrusion structure is in interference fit with the groove.

In some embodiments, a first oil passage is arranged in the protrusion structure along the radial direction of the torque transmission shaft.

In some embodiments, the torque transmission assemblies are evenly distributed in a circumferential direction of the torque transmission sleeve.

In some embodiments, a weight-reducing groove is provided between adjacent sliding grooves.

In some embodiments, the universal coupling for ships further includes a driving universal joint and a driven universal joint, the driving universal joint is connected with the torque transmission shaft sleeve, and the driven universal joint is connected with the torque transmission shaft.

In some embodiments, the free end of the torque transmission shaft sleeve is provided with a sliding sleeve, and the sliding sleeve is sleeved on the torque transmission shaft.

In some embodiments, retaining rings are arranged between the sliding sleeve and the torque transmission shaft, and the retaining rings are respectively arranged at two ends of the inner wall of the sliding sleeve.

In some embodiments, a bushing is arranged between the sliding sleeve and the torque transmission shaft, and the bushing is arranged between the two retaining rings.

In some embodiments, the pivot shaft is provided with a second oil passage in the axial direction.

In some embodiments, the torque transmission shaft is provided with a vent hole in the axial direction.

In some embodiments, one end of the torque transmission shaft close to the driven universal joint is provided with a lightening hole, and the lightening hole is communicated with the vent hole.

In the invention, the axial displacement is compensated through the rolling friction between the bearing and the sliding groove so as to reduce the axial additional force, the contact stress of the bearing arranged on the transition piece has self-balancing capacity through designing the transition piece, the load balancing performance of the bearing is improved, the contact strength of the bearing can be met under the condition of large torque, and the technical problem that the telescopic universal coupling of the torque transmission bearing in the prior art is poor in torque transmission capacity is solved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a perspective view of a marine universal joint of the present invention;

FIG. 2 is a half-sectional view of the universal joint for a ship according to the present invention;

FIG. 3 is a half-sectional view of a torque transmission mechanism in the universal joint for a ship according to the present invention;

FIG. 4 is a perspective view of a sliding sleeve in the universal joint for a ship according to the present invention;

FIG. 5 is a perspective view of a sealing sleeve in the universal coupling for ships according to the present invention;

FIG. 6 is a perspective view of a torque sleeve in the universal joint for a ship according to the present invention;

FIG. 7 is an axial view of a torque transmission mechanism of the universal joint for a ship according to the present invention;

FIG. 8 is a perspective view of a transition piece of the universal joint for a ship according to the present invention;

FIG. 9 is a partial cross-sectional view of a torque transfer assembly in the universal joint for a ship according to the present invention;

FIG. 10 is a cross-sectional view of a torque-transmitting shaft of the universal joint for a ship according to the present invention;

fig. 11 is a sectional view of the torque transmission shaft of the present invention taken along the direction a-a of fig. 10.

Detailed Description

Hereinafter, the technique of the present invention will be described in detail with reference to specific embodiments. It should be understood that the following detailed description is only for the purpose of assisting those skilled in the art in understanding the present invention, and is not intended to limit the present invention.

In order to reduce the axial additional force and improve the torque transmission capability of the universal coupling, the embodiment provides a universal coupling for a ship, and the invention is further described with reference to the attached drawings of the specification.

Fig. 1 is a perspective view of the universal joint for a ship of the present invention, and fig. 2 is a half sectional view of the universal joint for a ship of the present invention. As shown in fig. 1 and 2, the universal joint for a ship includes a driving universal joint, a driven universal joint, and a torque transmission mechanism 4. The driving universal joint comprises an outer flange fork head 1, a cross bearing assembly 2 and an inner flange fork head 3, wherein the outer flange fork head 1 is connected with the inner flange fork head 3 through the cross bearing assembly 2. The driven universal joint comprises an outer flange fork head 1, a cross bearing assembly 2 and an end tooth fork head 5, wherein the outer flange fork head 1 is connected with the end tooth fork head 5 through the cross bearing assembly 2. An inner flange fork head 3 of the driving universal joint is connected with one end of a torque transmission mechanism 4, and an end tooth fork head 5 of the driven universal joint is connected with the other end of the torque transmission mechanism 4. The driving universal joint and the driven universal joint work simultaneously, so that the angular speed of the driving universal joint and the driven universal joint is synchronous, the impact and vibration of a shaft system are reduced, and the transmission stability is improved. The torque transmission mechanism 4 is located between the driving universal joint and the driven universal joint and is used for compensating axial displacement.

The structure of the torque transmission mechanism 4 is described in detail below with reference to fig. 3 to 11.

Fig. 3 is a half sectional view of the torque transmission mechanism 4, and as shown in fig. 3, the torque transmission mechanism 4 includes a torque transmission shaft 20, a torque transmission shaft sleeve 11, a torque transmission assembly 10, a transition piece 13, a sliding sleeve 14, a retainer ring 15, a bushing 16, a cover plate 17, an oil seal 18, a sealing sleeve 19, a sealing cover plate 21, a vent plug screw 22, and an oil cup 23. The inner flange yoke 3 of the driving joint shown in fig. 2 is connected to the torque coupling sleeve 11 shown in fig. 3, and the end tooth yoke 5 of the driven joint shown in fig. 2 is connected to the torque coupling shaft 20 shown in fig. 3. As shown in fig. 3, the torque transmission shaft 20 is disposed in the torque transmission sleeve 11, and the transition piece 13 and the torque transmission assembly 10 are disposed between the torque transmission shaft 20 and the torque transmission sleeve 11.

For supporting the torque transmission shaft 20, as shown in fig. 2 and 3, the free end of the torque transmission sleeve 11, i.e. the end close to the driven joint, is connected to the sliding sleeve 14. As shown in fig. 4, the inner wall of the sliding sleeve 14 is provided with retainer ring mounting grooves 42, two bushing mounting grooves 41 are provided between the retainer ring mounting grooves 42, and a third oil passage 43 is provided between the bushing mounting grooves 41. Therefore, as shown in fig. 3 and 4, after the sliding sleeve 14 is installed, a retainer ring 15 and a bush 16 can be arranged between the sliding sleeve and the torque transmission shaft 20, the retainer ring 15 is located in the retainer ring installation groove 42, and the bush 16 is located in the bush installation groove 41.

For sealing, as shown in fig. 3, the sliding sleeve 14 is provided with a sealing sleeve 19 connected to a torque transmission shaft 20. The structure of sealing boot 19 is shown in fig. 5. As shown in fig. 3 and 5, sealing sleeve 19 is provided with an oil seal mounting groove 44 so that, when mounted, an oil seal 18 can be fitted between sealing sleeve 19 and sliding sleeve 14, and oil seal 18 is positioned and fixed by cover plate 17. The oil seal 18 is used for sealing lubricating oil in the torque transmission mechanism 4, and the end face, close to the torque transmission shaft sleeve 11, of the sealing sleeve 19 is connected with the cover plate 17.

Referring to fig. 3, as shown in fig. 3, the inner wall of the torque transmission sleeve 11 is provided with a sliding groove 31 along the axial direction. Also, the torque transmission sleeve 11 may be provided with a plurality of the slide grooves 31, for example, as shown in fig. 6, the inner wall of the torque transmission sleeve 11 is provided with three slide grooves 31, and the three grooves 46 are uniformly distributed in the circumferential direction of the torque transmission sleeve 11. And, a triangular lightening groove 32 is arranged between the adjacent chutes 31 to reduce the mass of the torque sleeve 11 and reduce the moment of inertia of the universal coupling for the ship of the present invention. The surface of the runner 31 may be treated by nitriding or the like to increase the hardness of the surface, thereby increasing the contact strength of the working surface of the runner 31.

The structure of the torque transmission shaft 20 will be described in detail below with reference to fig. 10 and 11, fig. 10 is a sectional view of the torque transmission shaft 20 in the axial direction, and fig. 11 is a sectional view taken along the direction a-a of fig. 10. As shown in fig. 10 and 11, the torque transmission shaft 20 is provided with three grooves 46 as shown in fig. 11, corresponding to the slide grooves 31. As shown in fig. 10, a ventilation hole 47 is provided in the center of the torque transmission shaft 20 along the axial direction, and a lightening hole 48 is provided in the center of one end of the torque transmission shaft 20 near the driven universal joint for reducing the mass of the torque transmission shaft 20 to reduce the moment of inertia of the marine universal joint of the present invention. The diameter of the lightening hole 48 is larger than that of the vent hole 47, and the vent hole 47 is communicated with the lightening hole 48. When the universal joint is installed, as shown in fig. 3 and 10, the end face of one end of the torque transmission shaft 20 close to the driven universal joint is connected with the sealing cover plate 21, and the position of the sealing cover plate 21 corresponding to the lightening hole 48 is provided with the ventilation screw plug 22, so that the ventilation effect is achieved, and the high pressure formed in the axial displacement process of the torque transmission shaft 20 is avoided.

As shown in fig. 3 and 7, three transition pieces 13 are provided corresponding to the three slide grooves 31 and the three grooves 46, so that a plurality of torque transmission assemblies 10 are provided between the torque transmission shaft 20 and each slide groove 46 in the torque transmission sleeve 11, and the plurality of torque transmission assemblies 10 are connected to the torque transmission shaft 20 through the transition pieces 13.

The structure of the transition piece 13 is described in detail below in conjunction with fig. 8. As shown in FIG. 8, the transition piece 13 has opposing first and second surfaces S1 and S2. The first surface S1 of the transition piece 13 is provided with two mounting holes 38 side by side, and the mounting holes 38 are circular slots for mounting the torque transmission assembly 10 as shown in fig. 3. The second surface S2 of the transition piece 13 is provided with a boss structure 40, the boss structure 40 may be a columnar boss, the boss structure 40 is provided with a first oil passage 39 at the center, and the first oil passage 39 is arranged in the radial direction of the torque transmission shaft shown in fig. 3. When installed, the raised formation 40 of the transition piece 13 has an interference fit with the recess 46 of the torque transmission shaft 20 shown in fig. 11, thereby enabling the transition piece 13 to be partially embedded in the torque transmission shaft 20 as shown in fig. 3.

The structure of the torque transmission assembly 10 is described in detail below with reference to fig. 9. As shown in fig. 9, the torque transmission assembly 10 includes a pivot shaft 36 and a bearing 12 sleeved outside the pivot shaft 36. The torque transmission assembly 10 has a structure conventional in the art, for example, as shown in fig. 9, the bearing 12 includes an outer sleeve 33, rollers 37, a retainer ring 34, and a spacer 35. Three rows of rollers 37 are assembled between the outer shaft sleeve 33 and the torque transmission shaft 20, and the rollers 37 are adjusted in clearance through a gasket 35 and fixedly connected through a baffle ring 35. Outer sleeve 33

The hardness of the working surface of the bearing 12 may be increased by a carburization process or the like. When the shaft is installed, as shown in fig. 3 and 9, the pivot shaft 36 of the torque transmission assembly 10 is in interference fit with the installation hole 38, and the center of the pivot shaft 36 is provided with a second oil passage along the axial direction to facilitate assembly and disassembly.

Moreover, through the first oil passage 39 and the second oil passage, lubricating oil is filled between the sliding groove 31 and the bearing 12 and between the torque transmission shaft 20 and the torque transmission shaft sleeve 11, so that friction loss between parts is reduced, especially rolling friction between the sliding groove 31 and the bearing 12, transmission efficiency is improved, and service life is prolonged. And the sliding sleeve 14 is provided with the oil cups 23 in the axial direction and the radial direction, so that lubricating oil can be supplemented timely and conveniently.

In the working process of the universal coupling for the ship, the driving universal joint transmits torque to the torque transmission shaft sleeve 11, the torque transmission shaft sleeve 11 transmits the torque to the torque transmission shaft 20 through the sliding chute 31 through the bearing 12, the pivot 36 and the transition piece 13, and the torque transmission shaft 20 transmits the torque to the driven universal joint. When the torque transmission shaft 20 extends and retracts axially, the torque transmission mechanism 4 compensates axial displacement through rolling friction between the bearing 12 and the sliding groove 31, and axial additional force is reduced.

Since the movement paths of the bearings 12 on each transition piece 13 are the same, and the bearings 12 have the same rigidity and deformation amount, and the contact stresses of the bearings 12 are also the same, the transition pieces 13 can further balance the contact stresses of the bearings 12 by torsional deformation. Therefore, in the universal joint for a ship of the present invention, the contact stress of the torque transmission assembly 10 can be adjusted by the transition piece 13 to improve the load leveling performance of the bearing 12. Meanwhile, the axial displacement is compensated through the rolling friction of the bearing 12 so as to reduce the axial additional force; the contact stress of a single bearing 12 is reduced by adopting a mode that a plurality of torque transmission assemblies 10 arranged in multiple rows bear load together; by adopting the transition piece 13, the contact stress of the bearing 12 has self-balancing capability, and the load balancing performance of the torque transmission mechanism 4 is further improved. Therefore, the marine universal coupling can meet the contact strength of the bearing 12 under the condition of large torque, and solves the technical problem that the torque transmission capability of the telescopic universal coupling of the torque transmission bearing in the prior art is weak.

The present invention has been described in relation to the above embodiments, which are only exemplary of the implementation of the present invention. It must be noted that the disclosed embodiments do not limit the scope of the invention. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims.

Claims

1. A marine universal coupling comprises a torque transmission shaft and a torque transmission shaft sleeve, wherein the torque transmission shaft is arranged in the torque transmission shaft sleeve, and a sliding groove is axially formed in the inner wall of the torque transmission shaft sleeve; wherein the content of the first and second substances,

each torque transmission assembly comprises a pivot and a bearing, the pivot is arranged along the radial direction of the torque transmission shaft, and the bearing is sleeved outside the pivot and arranged in the sliding groove;

the transition piece is provided with a first surface deviating from the torsion transmission shaft, and the first surface is provided with a mounting hole; and the number of the first and second electrodes,

one end of the pivot is in interference fit with the mounting hole, so that each torque transmission component is connected with the torque transmission shaft;

the transition piece is provided with a second surface facing the torque transmission shaft, the second surface is provided with a protruding structure, the torque transmission shaft is provided with a groove, and the protruding structure is in interference fit with the groove.

2. The marine universal joint of claim 1, wherein a first oil passage is provided in said boss structure in a radial direction of said torque transmission shaft.

3. Marine universal joint according to claim 1, wherein said torque transmission assemblies are evenly distributed in the circumferential direction of said torque transmission sleeve.

4. The marine universal joint of claim 1, wherein weight-reducing grooves are provided between adjacent ones of said sliding grooves.

5. The marine universal coupling of claim 1, further comprising a driving universal joint and a driven universal joint, wherein the driving universal joint is connected to the torque transmission sleeve, and the driven universal joint is connected to the torque transmission shaft.

6. The marine universal joint of claim 5, wherein a sliding sleeve is provided at a free end of the torque transmission sleeve, and the sliding sleeve is sleeved on the torque transmission shaft.

7. The marine universal joint according to claim 6, wherein a retainer ring is provided between the slip sleeve and the torque transmission shaft, and the retainer rings are provided at both ends of the inner wall of the slip sleeve, respectively.

8. The marine universal joint of claim 7, wherein a bushing is disposed between said slip sleeve and said torque transmission shaft, and said bushing is disposed between two of said retaining rings.

9. Marine universal joint according to claim 1, wherein said pivot is provided with a second oil channel in the axial direction.

10. Marine universal joint according to claim 1, wherein said torque transmission shaft is provided with axial ventilation holes.

11. The marine universal joint of claim 10, wherein said torque transmitting shaft has a lightening bore at an end thereof adjacent said driven universal joint, said lightening bore being in communication with said vent bore.