JP2001334993A - Power transmission mechanism of ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively reduce the gear noise generated in a propulsion system caused by the fluctuation in rotation of an engine, in particular, the gear noise easy to generate in a neutral condition. SOLUTION: In a power transmission mechanism of a ship for transmitting the power from the engine 2 to an input pinion shaft 7 of the propulsion system 5 via a connection shaft 10, a two-staged torsional joint 21 having the two-stage torsional spring constant characteristic on at least one of both ends of the connection shaft 10 is interposed. Damper rubbers 13 and 14 having the high torsional spring constant characteristic are provided on front and back ends of the connection shaft 10. A structure in which these front and back damper rubbers 13 and 14 are jointly used with the two-staged torsional joint 21, or a structure in which the two-staged torsional joint 21 is provided in place of either or each of the damper rubbers 13 and 14 may be used.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission mechanism for a ship that transmits power from an engine to an input pinion shaft of a propulsion device via a connecting shaft.

[0002]

2. Description of the Related Art FIG. 13 shows a conventional power transmission mechanism of a ship, in which an internal combustion engine 2 such as a diesel engine is mounted in a hull 1 and a marine vessel propulsion device 5 is mounted on a stern 3. In order to interlock and connect between an output unit (flywheel or the like) 6 of the vehicle and an input pinion shaft 7 of the propulsion device 5, a connecting shaft 10, a joint shaft 11, and a universal joint 12
Has been arranged. And between the front end of the connection shaft 10 and the output portion 6 and between the rear end of the connection shaft 10 and the joint shaft 11,
Damper rubbers 1 each having high torsion spring constant characteristics
3, 14 are interposed. Other prior art documents include Japanese Patent Publication No. 1-150770.

[0003]

As is well known, the internal combustion engine 2 rotates during operation due to its rotation by means of an explosion.
Teeth transmitted to the input pinion shaft 7 via the joint shaft 11 and the universal joint 12 and generated between the input pinion 16 and the forward gear 18 or between the input pinion 16 and the reverse gear 19 in the propulsion device 5. It is the cause of hammering.

When only damper rubbers 13 and 14 having high torsion spring constant characteristics are provided at both ends of the connecting shaft 10 as shown in FIG. The rotational fluctuation on the side may be amplified, while the attenuation at the universal joint 12 is small, and the resistance of the input pinion 16 and the forward or reverse gears 18, 19 is also small. The occurrence of "rattling" becomes remarkable.

[0005]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a power transmission mechanism between an internal combustion engine and a marine propulsion device which reduces engine-side rotation fluctuations and reduces gear rattle in the propulsion device. It is.

[0006]

In order to achieve the above object, an invention according to claim 1 of the present application is directed to a power transmission mechanism for a ship that transmits power from an engine to an input pinion shaft of a propulsion device via a connecting shaft. A two-stage torsion joint having a two-stage torsion spring constant characteristic is interposed in at least one of both ends of the connection shaft.

According to a second aspect of the present invention, there is provided a power transmission mechanism for a marine vessel for transmitting power from an engine to an input pinion shaft of a propulsion device via a connecting shaft, wherein a damper having a high torsion spring constant characteristic at both ends of the connecting shaft. A damper rubber having rubber and having a low torsion spring constant characteristic is disposed at a joint shaft portion between the connection shaft and the input pinion shaft.

[0008]

FIG. 1 shows an example of a power transmission mechanism for a ship to which the invention of claim 1 of the present application is applied.
Damper rubber 1 with high torsion spring constant characteristics at both front and rear ends
This is a structure in which a connecting shaft 10 having 3, 14 and a two-stage torsion joint 21 having a two-stage torsion spring constant characteristic are used together, and the same parts or portions as those in FIG. 13 are denoted by the same reference numerals. In FIG. 1, an internal combustion engine 2 such as a diesel engine or a gasoline engine is mounted in a hull 1, and a marine propulsion device 5 is mounted on a stern 3, and an output unit (such as a flywheel) 6 of the internal combustion engine 2 is propelled. The two-stage torsion joint 2 having the two-stage torsion spring constant characteristic as a power transmission mechanism for interlocking the input pinion shaft 7 of the device 5 in an interlocking manner.
1, connecting shaft 10, joint shaft 11, and universal joint 12
Is arranged. As described above, the connecting shaft 10 has damper rubbers 13 and 14 having high torsion spring constant characteristics at both front and rear ends, and the two-stage torsion joint is provided between the front damper rubber 13 and the engine output unit 6. 21 is interposed.

In the propulsion device 5, there are transmission gears 18 and 19 for meshing with the input pinion 16, and a transmission which is switchably connected to the front and rear gears 18 and 19 via a forward / reverse switching clutch 24. An output shaft 25 having a shaft 23 and a propeller 28 is arranged, and the transmission shaft 23 and the output shaft 25 are connected by gears 26 and 27.

The two-stage torsion joint 21 has a structure utilizing two types of soft and hard elastic members.
Has a two-step torsion spring constant characteristic (two-step torsion characteristic) as shown by. That is, when the torsion angle θ is from 0 ° to the predetermined torsion angle θ1, the spring constant is small (soft).
The elastic member for the first stage is elastically deformed, thereby having a low torsion spring constant characteristic having a small inclination on the graph. On the other hand, when the torsion angle is larger than the predetermined torsion angle θ1, the elastic member having a large (hard) spring constant is obtained. It is configured to be elastically deformed and thereby to have a high torsion spring constant characteristic with a large inclination.

FIGS. 2 and 3 show one embodiment of the two-stage torsion joint 21. Each of the elastic members for the first and second stages has a structure using rubber. In FIG. 2 showing a longitudinal sectional view, 1
A pair of input side side plates 31, 31, and an output side flange 35 disposed between the side plates 31, 31 so as to be rotatable relative thereto, are provided.
1, 31 are connected to the output portion 6 of the engine 2, and the flange 35 is connected to the front damper rubber 13 of the connecting shaft 10 via the shaft portion 35a.
Is bound to.

A cylindrical damper rubber 42 for the second stage, which is hard and has a high spring constant, is fitted to the pin 33,
5 is arranged so as to be able to move in the circumferential direction in a long hole 37 formed. A first-stage damper rubber 41 having a soft and low spring constant is disposed between the flange 35 and the side plate 31, and both end surfaces of the first-stage damper rubber 41 in the axial direction are formed by the flange 35 and the side plate 31. 31 are fixed to each other by bonding or baking.

In FIG. 3, which shows a cross-sectional view taken along the line III-III of FIG. 2, when the engine is stopped, that is, when the torsional torque between the side plate 31 and the flange 35 is zero, the long hole is used. The gap between each end of the elongated hole 37 in the rotation direction and the second-stage damper rubber 42 is set to the predetermined twist angle θ1.

[0014]

In FIG. 3, when the side plate 31 on the engine side is relatively twisted with respect to the flange 35, for example, in the direction of arrow R due to rotation fluctuation of the engine, the torsion angle θ becomes zero.
In the range of ~ θ1, a soft first-stage damper rubber 4
1 is elastically deformed (twisted), and when the torsion angle θ reaches θ1, the second-stage damper rubber 42 abuts against the edge of the elongated hole 37. The cylindrical damper rubber 42 is elastically deformed.

That is, as shown by the broken line X2 in FIG. 4, when the torsion angle θ is in the range of 0 to θ1, the first damper rubber 41 having a low spring constant is elastically deformed by a small torsion torque, and the rotation at the time of the low rotation torque is performed. When the torsion angle θ is equal to or larger than the predetermined torsion angle θ1, the second damper rubber 42 having a high spring constant is elastically deformed and efficiently absorbs the rotational fluctuation at the time of high rotational torque. Note that the broken line X1 is a damper rubber 13 having a high torsional spring constant of the connecting shaft 10,
14 is a torsion characteristic line, in which the spring constant (inclination) is larger than the first step of the broken line X2 and smaller than the second step.

FIG. 5 is a diagram comparing the noise according to the conventional example shown in FIG. 13 with the noise according to the present invention shown in FIG. 1, and shows that the noise is lower than the conventional one. This shows that the noise is significantly reduced in the low-speed rotation range of 700 rpm or less as compared with the conventional example.

[0017]

Embodiment 2 FIG. 6 shows another embodiment to which the invention of claim 1 is applied. A damper rubber having a high torsion spring constant is provided at the rear end of the connecting shaft 10 similarly to FIG. 1
1, a two-stage torsion joint 21 having a two-stage torsion spring constant characteristic is interposed at the front end of the connecting shaft 10 without the damper rubber 13 as shown in FIG.

In FIG. 7 showing the torsional characteristics, a broken line X
2 indicates the torsion characteristics of the two-stage torsion joint 21 as in the case of the broken line X2 in FIG. 4, and the straight line X3 indicates the torsion characteristics of the rear end damper rubber 14.

[0019]

[Embodiment 3] FIG. 8 shows a power transmission mechanism for a ship to which the invention of claim 2 is applied, comprising a connecting shaft 10 having damper rubbers 13 and 14 having high torsion spring constant characteristics at both front and rear ends. The joint shaft 11 is provided with a damper mechanism having a low torsion spring constant characteristic.

FIG. 9 shows an embodiment of a joint shaft 11 having a damper mechanism having a low torsion spring constant characteristic. The joint shaft 11 is connected to a rear damper rubber 14 via a flange 51 by a front side. Cylindrical shaft 50 and universal joint 12
The first intermediate cylinder shaft 5 in which a rear shaft 52 connected to the first shaft member and a damper rubber 56 having a low torsion spring constant are fitted (fixed) to the inner surface.
3 and a second intermediate cylinder shaft 54. A rear end of the front cylinder shaft 50, a front end of the second intermediate cylinder shaft 54,
Outwardly facing spline teeth 50a, 54a, 52a are formed on the outer periphery of the front half of the rear shaft 52, respectively, and the inner periphery of the first intermediate cylinder shaft 53 and the second intermediate cylinder shaft 54 are respectively formed on the inner periphery. Are formed. The inner diameter of the low torsion spring constant damper rubber 56 is set smaller than the outer diameter of the second intermediate cylinder shaft 54, so that the second intermediate cylinder shaft 54 is press-fitted.

In FIG. 10 showing the state after assembly, the first
The spline teeth 50a of the cylinder shaft 50 inserted from the front are spline-fitted to the front half of the inward spline teeth 53b of the intermediate cylinder shaft 53, and the second half of the spline teeth 53b of the first intermediate cylinder shaft 53, The spline teeth 54a of the second intermediate cylinder shaft 54 inserted later are spline-fitted, and the spline teeth 52a of the rear shaft 52 inserted later on the inward spline teeth 54b of the second intermediate cylinder shaft 54. Are spline-fitted.

The fitting state of the inward spline teeth 53b of the first intermediate cylinder shaft 53 and the spline teeth 50a of the front cylinder shaft 50 is such that both splines are maintained at a constant pressure so as to prevent the rattling in the circumferential direction. The teeth 50a and 53b are engaged, and the backlash is zero. That is, the front cylinder shaft 50
And the first intermediate cylinder shaft 53 are rigidly connected in the circumferential direction. On the other hand, the fitting state between the spline teeth 53b of the first intermediate cylinder shaft 53 and the spline teeth 54a of the second intermediate cylinder shaft 54 is such that both spline teeth 53b, 54a have a large "play" in the circumferential direction. Are engaged. The size of the “gap” in the circumferential direction is, for example, about 0.5 to 1.0 °.

The inner peripheral surface of the damper rubber 56 is in pressure contact with the outer peripheral surface of the second intermediate cylinder shaft 54, and is elastically deformed (twisted) within the range of the torsion angle due to the aforementioned "lash".

FIG. 11 shows the torsion characteristics when the joint shaft 11 shown in FIG. 9 is provided. The broken line X5 indicates the torsion characteristics of the joint shaft 11, and the torsion angle θ2 corresponding to the “gap”.
The elastic deformation of the damper rubber 56 results in a twist angle θ
When it is larger than 2, the spline teeth 53b and 54a are directly connected to each other, and the torsional torque rises substantially vertically. Straight line X
Reference numeral 1 denotes the torsion characteristics of the damper rubbers 13 and 14 at the front and rear ends of the connecting shaft 10 as in the case of the straight line X1 in FIG.

Therefore, when the torsion angle θ is in the range of 0 to θ2, the damper rubber 56 of the joint shaft 11 having a low spring constant is elastically deformed by a small torsion torque, and the rotation fluctuation at the time of low rotation torque is efficiently absorbed, and the torsion angle is reduced. When the angle θ is equal to or larger than the angle θ2, the damper rubber 13 of the connection shaft 10 having a high spring constant,
14 is elastically deformed, and efficiently absorbs rotation fluctuation at the time of high rotation torque.

[0026]

Fourth Embodiment FIG. 12 shows another embodiment of the second aspect of the present invention, wherein a joint shaft 11 is connected to a rear damper rubber 14 via a flange 51 by a front cylinder. The shaft 60 is divided into a rear shaft 61 coupled to the universal joint 12. The front cylindrical shaft 60 has inwardly directed spline teeth 60 b on the inner peripheral surface thereof, and has a low torsion spring constant damper rubber at the rear end. 63 is fitted, and outward spline teeth 61 a are formed on the outer peripheral surface of the rear shaft 61.

The inner diameter of the damper rubber 63 having a low torsion spring constant is set to a size that makes contact with the outer peripheral surface of the rear shaft 61 with a predetermined pressure.

The fitting of the spline teeth 61a of the rear shaft 61 to the spline teeth 60b of the front cylindrical shaft 60 is performed so that the spline teeth 60b,
61a are engaged with each other, and the two shafts 6
In the relative twist range of 0,61, the damper rubber 63 is elastically deformed.

[0029]

Other Embodiments (1) In the first embodiment of the present invention, in the embodiment of FIG. 1, two stages are provided between a damper rubber 13 on the front side of a connecting shaft 10 and an output portion 6 of the engine 2. Although the torsion joint 21 is provided, a two-stage torsion joint 21 may be provided between the damper rubber 14 on the rear side of the connection shaft 10 and the joint shaft 11.

(2) In the invention according to claim 1, FIG.
In this embodiment, a two-stage torsion joint 21 is provided at the front end of the connecting shaft 10 instead of the damper rubber 13 having the high torsion spring constant characteristic on the front side, and the rear high torsion constant characteristic is provided at the rear end of the connecting shaft 10. The two-stage torsion joint 21 is provided at the rear end of the connection shaft 10 and the front-side damper rubber 13 is provided at the front end. The joint 21 may be provided.

(3) As an embodiment of the two-stage torsion joint 21, FIGS. 2 and 3 show a first-stage elastic member for low torsion torque and a second-stage elastic member for high torsion torque. Although both use damper rubber, a structure having a coil spring with a small spring constant for the first stage and a coil spring with a large spring constant for the second stage can also be adopted. It is also possible to adopt a structure in which one of the first stage and the second stage is a coil spring and the other is a rubber. In short, a two-stage torsion joint may be used in which the elastic member having a small spring constant acts in a range where the torsion angle is small, and the elastic member having a large spring constant acts in a range where the torsion angle is large.

[0032]

As described above, according to the present invention, (1) a power transmission mechanism of a marine vessel that transmits power from the engine 2 to the input pinion shaft 7 of the propulsion device 5 via the connection shaft 10; A two-stage torsion joint 21 having a two-stage torsion spring constant characteristic is interposed in at least one of both ends of the shaft, so that the shaft becomes soft at the time of low rotation torque,
At the time of high rotation torque, it becomes a hard shaft system, and at any time of low rotation torque and high rotation torque, efficiently prevents the rotation fluctuation of the engine from being transmitted to the gears and the like in the propulsion device 5,
Toothing noise between gears in the propulsion device can be effectively reduced.

(2) In particular, when the engine speed is 600 to 85
It is possible to effectively reduce the rattle noise in the propulsion device, which is likely to be generated at the time of neutral rotation of about 0 rpm or at the time of low load rotation.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view showing a power transmission mechanism of a ship to which the invention described in claim 1 of the present application is applied.

FIG. 2 is a longitudinal sectional view (II-II sectional view of FIG. 3) showing one embodiment of the two-stage torsion joint.

FIG. 3 is a sectional view taken along the line III-III of FIG. 2;

FIG. 4 is a torsional characteristic diagram when the two-stage torsion joint shown in FIGS. 2 and 3 is provided.

FIG. 5 is a comparison diagram of noise due to rattle between the conventional example of FIG. 13 and the present invention of FIG. 1;

FIG. 6 is a schematic sectional view showing a second embodiment of the invention described in claim 1 of the present application.

FIG. 7 is a torsion characteristic diagram when the two-stage torsion joint of FIG. 6 is provided.

FIG. 8 is a schematic sectional view showing a power transmission mechanism of a ship to which the invention described in claim 2 is applied.

9 is an exploded vertical sectional view of a joint shaft having a low torsion spring constant characteristic of FIG. 8;

FIG. 10 is a longitudinal sectional view showing an assembled state of the joint shaft of FIG. 9;

11 is a torsional characteristic diagram when the joint shaft of FIG. 9 is provided.

FIG. 12 is a longitudinal sectional view showing a modified example of a joint shaft having a low torsion spring constant characteristic.

FIG. 13 is a schematic sectional view of a conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Hull 2 Internal combustion engine 5 Marine propulsion device 6 Engine output part 7 Propulsion device input pinion shaft 10 Connecting shaft 11 Joint shaft 13,14 Damper rubber with high torsion spring constant characteristic 16 Input pinion 18,19 Forward, reverse gear 21 Two-stage torsion joint

Claims (2)

[Claims] 1. An engine to an input pinion shaft of a propulsion device,
A power transmission mechanism for a ship that transmits power via a connection shaft, wherein a two-stage torsion joint having a two-stage torsion spring constant characteristic is interposed in at least one of both ends of the connection shaft. Transmission mechanism. 2. From the engine to the input pinion shaft of the propulsion device,
In a power transmission mechanism for a ship that transmits power via a connection shaft, damper rubber having a high torsion spring constant characteristic is provided at both ends of the connection shaft, and a low torsion is provided at a joint shaft portion between the connection shaft and the input pinion shaft. A power transmission mechanism for a ship, wherein a damper rubber having a spring constant characteristic is arranged.