JP2013119898A - Gear device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the following problems: in a gear device with a clutch, when the clutch is engaged, a gear precesses within the range of the clearance of a radial bearing rotatively supporting the gear, and as a result, there is a possibility that a thrust bearing is damaged.SOLUTION: This gear device includes: a drive gear and a driven gear which are engaged with each other; an input shaft provided coaxially with the drive gear; an output shaft provided coaxially and integrally with the driven gear; the radial bearing provided between the drive gear and the input shaft; the thrust bearing provided on the input shaft; and a clutch mechanism provided between the drive gear and the input shaft. In the gear device, when the clutch is engaged, the gear is prevented from precession within the range of the clearance of the radial bearing by a clamp mechanism restraining the displacement of the drive gear with respect to the input shaft.

Description

  The present invention relates to a gear device with a clutch.

  As shown in FIG. 9, a screw drive mechanism of a ship or the like has a structure in which a clutch is provided in a gear device that connects a prime mover and a screw, and the propulsion speed of the ship is adjusted by fitting and disengaging the clutch (details will be described later). ).

  In such a gear device with a clutch, a driving gear is inserted through a radial bearing fixed to the outer surface of the input shaft and a radial bearing gap serving as an oil film region. The drive gear is controlled to be driven and stopped by detaching the clutch.

  However, this drive gear may cause precession due to the radial bearing gap.

  To solve this problem, for example, as shown in Patent Document 1, if a thrust bearing having a conical surface is used, the drive gear suppresses precession within the radial bearing gap when the clutch is engaged. It is possible.

JP 2009-287590 A

  In Patent Document 1, when a radial load acts on the conical surface, the normal load acting on the conical surface increases as the cone angle increases. On the other hand, when the thrust load acts on the conical surface, the normal load acting on the conical surface increases as the cone angle decreases.

  For this reason, in order to reduce the normal load acting on the conical surface, the cone angle may be decreased when a radial load is applied, and the cone angle may be increased when a thrust load is applied. However, in a helical gear, both radial load and thrust load are applied, so a load larger than that of a normal bearing is applied at any cone angle. There is no possibility.

  Therefore, it is necessary to have a highly reliable structure that suppresses the precession of the drive gear 101 when the clutch is engaged and supports the radial load and the thrust load caused by the helical gear.

  An object of the present invention is to provide a highly reliable gear device that suppresses precession of a drive gear when a clutch is engaged and supports a radial load and a thrust load caused by a helical gear.

  The above-described objects include a driving gear and a driven gear that mesh with each other, an input shaft that is coaxially provided separately from the driving gear, an output shaft that is coaxially provided integrally with the driven gear, the driving gear, and the input A gear unit having a radial bearing provided between the shaft, a thrust bearing provided on the input shaft, and a clutch mechanism provided between the drive gear and the input shaft; This is achieved by providing a clamp mechanism that restrains the displacement of the drive gear with respect to the input shaft during fitting.

  The above-mentioned object is that the clamp mechanism is constituted by a radial bearing portion provided between the drive gear and the input shaft, and the displacement of the drive gear with respect to the input shaft when the clutch mechanism is engaged is determined by the radial bearing. It is preferable to constrain at the part.

  Further, it is preferable that the radial bearing is divided and incorporated in the input shaft, and the outer diameter of the radial bearing is increased by hydraulic pressure.

  Further, the object is to provide a drive gear and a driven gear that mesh with each other, an input shaft that is coaxially provided separately from the drive gear, an output shaft that is provided coaxially and integrally with the driven gear, the driven gear, and the driven gear. In a gear device having a radial bearing provided between an output shaft, a thrust bearing provided on the output shaft, and a clutch mechanism provided between the driven gear and the output shaft, This is achieved by providing a clamp mechanism that restrains the displacement of the driven gear with respect to the output shaft during fitting.

  The above-mentioned object is that the clamp mechanism is constituted by a radial bearing portion provided between the drive gear and the input shaft, and the displacement of the drive gear with respect to the input shaft when the clutch mechanism is engaged is determined by the radial bearing. It is preferable to constrain at the part.

Further, it is preferable that the radial bearing is divided and incorporated in the input shaft, and the outer diameter of the radial bearing is increased by hydraulic pressure.
Is achieved.

  According to the present invention, the gear which improved the reliability of the gear device with the clutch by suppressing the precession of the drive gear when the clutch is engaged and supporting the radial load and the thrust load caused by the helical gear. Equipment can be provided.

1 is a perspective view of a main part of a gear device according to Embodiment 1. FIG. FIG. 3 is a cross-sectional view perpendicular to the axis of the main part of the gear device according to the first embodiment. FIG. 3 is a cross-sectional view perpendicular to the axis of the main part of the gear device according to the first embodiment. FIG. 3 is a cross-sectional view including a main part of a gear device according to the first embodiment. FIG. 6 is a cross-sectional view perpendicular to the axis of a main part of a gear device according to a second embodiment. FIG. 6 is a cross-sectional view perpendicular to the axis of a main part of a gear device according to a second embodiment. It is a shaft-containing sectional view of the main part of the gear device according to the second embodiment. It is a shaft-containing sectional view of the main part of the gear device according to the third embodiment. It is a schematic block diagram of the common gear apparatus with a clutch. It is the elements on larger scale of the gear apparatus with a clutch of FIG. FIG. 10 is an explanatory diagram of a state where the drive gear is eccentric with respect to the input shaft of FIG. 9. It is a figure showing the locus | trajectory of the precession of the drive gear shown in FIG.

  A general gear device with a clutch will be described with reference to FIGS.

FIG. 9 is a schematic configuration diagram of a general gear device with a clutch.
FIG. 10 is an enlarged view of the drive gear and the driven gear of FIG.
FIG. 11 is an explanatory diagram of a state in which the drive gear is eccentric with respect to the input shaft of FIG.
FIG. 12 is a diagram showing the trajectory of the precession motion of the drive gear shown in FIG.

  9 and 10, the drive gear 101 is provided separately from the input shaft 102 that is rotatably supported by bearings 103a and 103b. A radial bearing 107 is provided between the drive gear 101 and the input shaft 102, and the drive gear 101 is rotatably supported on the input shaft 102 by the radial bearing 107. Further, the driving gear 101 is supported by an axial load by a thrust bearing 108 via a thrust receiver 109.

  On the other hand, the driven gear 104 that meshes with the drive gear 101 is coaxial and integral with the output shaft 105, and is rotatably supported by the bearings 106a and 106b. Further, a clutch mechanism 110 is provided between the drive gear 101 and the input shaft 102, and power transmission from the input shaft 102 to the output shaft 105 is controlled by the engagement / disengagement of the clutch mechanism 110.

  As shown in FIG. 9, the screw 207 is driven to rotate by the engine 201, and a gear device 204 with a clutch is installed between the two. In the gear device with clutch 204, the engine output shaft 202 and the input shaft 102, and the screw shaft 206 and the output shaft 105 are connected via couplings 203 and 205, respectively.

Here, the gear device with clutch 204 has the following general structure.
The drive gear 101 is provided coaxially and separately from the input shaft 102 rotatably supported by the bearings 103a and 103b, and is rotatably supported by a radial bearing 107 provided between the drive gear 101 and the input shaft 102. The drive gear 101 is supported by an axial load by a thrust bearing 108 via a thrust receiver 109. On the other hand, the driven gear 104 that meshes with the drive gear 101 is coaxial and integral with the output shaft 105, and is rotatably supported by the bearings 106a and 106b. Further, a clutch mechanism 110 is provided between the drive gear 101 and the input shaft 102, and power transmission from the input shaft 102 to the output shaft 105 is controlled by the engagement / disengagement of the clutch mechanism 110. Yes.

  In the above configuration, when the engine 201 rotates, the input shaft 102 is rotationally driven, and when the clutch 110 is engaged, the input shaft 102 and the driving gear 101 are connected, and the driving gear 101, the driven gear 104, the output shaft 105, the screw The driving force can be obtained by being rotationally driven in the order of 207.

  In such a gear device with a clutch, when the radial bearing 107 is a slide bearing, there are the following problems, and particularly when the driving gear 101 and the driven gear 104 are helical gears, A problem occurs.

  That is, when the clutch is engaged, the drive gear 101 and the input shaft 102 rotate at the same speed. However, as shown in FIG. 11, a radial bearing gap 120 (actually, between the radial bearing 107 and the drive gear 101 is used. Oil film region) exists. Therefore, the driving gear 101 is eccentric with respect to the input shaft 102 in the radial bearing gap 120 due to the reaction force of the load transmitted to the driven gear 104. Since the drive gear 101 receives a load while rotating, the eccentric direction of the drive gear 101 with respect to the input shaft 102 changes and may cause a precession as shown in FIG.

  At this time, since the thrust receiver 109 is in close contact with the thrust bearing 108 and hardly performs relative movement, an oil film is hardly formed on the sliding surface. In this state, if the drive gear 101 undergoes the above precession, there is a possibility that fine wear may occur between the surface of the thrust receiver 109 and the surface of the thrust bearing 108.

  Therefore, the inventors of the present invention have studied various structures for preventing the occurrence of precession by closing the radial bearing gap, and as a result, the following examples have been obtained and will be described with reference to the drawings.

Embodiment 1 of a gear device with a clutch according to the present invention is shown in FIGS.
FIG. 1 is a perspective view of a main part of a gear according to the first embodiment.
FIG. 2 is a cross-sectional view in the direction perpendicular to the axis of the main part of the gear according to the first embodiment.

FIG. 3 is a cross-sectional view perpendicular to the axis of the main part of the gear device according to the first embodiment.
FIG. 4 is a cross-sectional view including the main part of the gear device according to the first embodiment.

  In FIG. 1, the input shaft 102 has a stepped portion 21 having a different shaft diameter. The radial bearings 7a to 7c are accommodated and installed in the stepped portion 21, and the drive gear 101 is installed on the outer peripheral portions of the radial bearings 7a to 7c. A clamp mechanism 150 is formed by the radial bearings 7a to 7c.

  Here, the radial bearings 7a to 7c are obtained by casting bearing materials 8a to 8c on the metal bases 9a to 9c. Further, the radial bearings 7a to 7c have a shape obtained by dividing a cylinder into three parts, rectangular unevennesses are formed on the dividing surface, and the respective protrusions and recesses are combined.

  In FIG. 2, the input shaft 102 is provided with an oil supply hole 12 and oil supply ports 11a to 11c communicating with the oil supply hole 12. The oil supply ports 11a to 11c are connected to the surface of the stepped portion 21 of the input shaft 102, and are arranged so as to be covered with the radial bearings 7a to 7c, respectively. And the radial bearings 7a-7c are restrained by radial direction by the snap ring etc. which are not shown in figure. Other structures are the same as the example shown in FIG.

  The clutch has a structure in which oil is passed through an oil supply hole (not shown) provided in the input shaft 102 and is engaged by applying hydraulic pressure to the clutch mechanism 110. However, during the transition period, the drive gear 101 rotates relative to the input shaft 102 and is eccentric with respect to the input shaft 102 due to a reaction force that transmits a load to the driven gear 104.

  3 and 4, after the clutch is engaged, the radial bearings 7a to 7c expand in the radial direction by passing oil through the oil supply ports 11a to 7c using a hydraulic pressure source for clutch operation. Since the gap 120 between the radial bearings 7a to 7c and the drive gear 101 becomes substantially zero by spreading, the drive gear 101 is guided to the center of rotation and the amount of eccentricity of the drive gear 101 with respect to the input shaft 102 can be reduced. As a result, the precession of the drive gear 101 with respect to the input shaft 102 can be suppressed, and the fine wear between the surface of the thrust receiver 109 and the surface of the thrust bearing 108 can be suppressed.

  That is, the clamp mechanism 150 corrects the rotation shaft of the drive gear 101 to be coaxial with the rotation shaft of the input shaft 102 in order to expand the radial bearings 7 a to 7 c in the radial direction by hydraulic pressure. Therefore, the precession of the drive gear 101 with respect to the input shaft 102 is suppressed, and the fine wear between the surface of the thrust receiver 109 and the surface of the thrust bearing 108 is suppressed.

  In this embodiment, the radial bearing is divided into three parts, but different numbers of parts may be used. Moreover, if the rectangular unevenness | corrugation provided in the radial bearing is a shape which can be combined, the same effect can be acquired even if it is a circular arc.

  Then, Example 2 which aims at achieving manufacturing cost reduction with respect to Example 1 is shown in FIGS.

FIG. 5 is a cross-sectional view perpendicular to the axis of the main part of the gear device according to the second embodiment.
FIG. 6 is a cross-sectional view perpendicular to the axis of the main part of the gear device according to the second embodiment.
FIG. 7 is a cross-sectional view including the main part of the gear device according to the second embodiment.

  In FIG. 5, in the second embodiment, as in the first embodiment, the radial bearings 17a to 17c are obtained by casting bearing materials 18a to 18c on the bare metal 19a to 19c. Further, the radial bearings 17a to 7c have a shape obtained by dividing a cylinder into three parts, and the divided surface has a rectangular uneven shape. Each convex and concave form a combined shape, and pockets 23a to 23c are provided on the inner surface of the cylinder.

  An oil supply hole 12 is provided in the axial direction of the input shaft 102 and communicates with the surface of a circumferential groove 22 provided in the stepped portion 21 of the input shaft 102. And the radial bearings 17a-17c are restrained by radial direction by the snap ring etc. which are not shown in figure. Other structures are the same as those shown in FIG.

  As shown in FIG. 5, in the transition period of clutch engagement, the drive gear 101 rotates relative to the input shaft 102 and is eccentric with respect to the input shaft 102 due to a reaction force that transmits a load to the driven gear 104.

  6 and 7, after the clutch is engaged, the radial bearings 17a to 7c expand in the radial direction by passing the oil through the oil supply hole 12 using a hydraulic pressure source for clutch operation. By spreading, the clearance between the radial bearings 17a to 7c and the drive gear 101 becomes substantially zero, so that the drive gear 101 is guided to the center of rotation and the eccentric amount of the drive gear 101 with respect to the input shaft 102 is reduced. As a result, the precession of the drive gear 101 with respect to the input shaft 102 is suppressed, and the fine wear between the surface of the thrust receiver 109 and the surface of the thrust bearing 108 can be suppressed.

  In this embodiment, the radial bearing is divided into three parts, but different numbers of parts may be used. Moreover, if the rectangular unevenness | corrugation provided in the radial bearing is a shape which can be combined, the same effect can be acquired even if it is a circular arc.

Next, Example 3 is shown in FIG.
FIG. 8 is a cross-sectional view including the main part of the gear device according to the third embodiment.
8, the schematic structure is the same as that in FIG. 10, the conical member 31 is provided on the input shaft 102, and the conical member receiver 32 is fixed to the side surface of the drive gear 101. Here, the surface where the conical member 31 and the conical member receiver 32 face each other has a conical shape, and the respective conical angles are substantially the same. Further, the conical member 31 communicates with an oil supply hole (not shown) provided in the input shaft, and can be displaced on the input shaft in the direction of the drive gear when a hydraulic pressure is applied, and by a spring in the opposite direction. Preload is given.

  During the clutch engagement transition period, the drive gear 101 rotates relative to the input shaft 102 and is eccentric with respect to the input shaft 102 due to a reaction force that transmits a load to the driven gear 104. After the clutch is engaged, the conical member 31 is pushed in the direction of the drive gear 101 by passing oil through an oil supply hole (not shown) using a hydraulic pressure source for clutch operation, and the conical surface of the conical member 31 and the cone The conical surface of the member receiver 32 abuts, and the drive gear 101 is guided to the center of rotation, so that the amount of eccentricity of the drive gear 101 with respect to the input shaft 102 can be reduced. As a result, the precession of the drive gear 101 with respect to the input shaft 102 can be suppressed.

  In the first to third embodiments, the clutch mechanism is provided between the drive gear and the input shaft, but may be provided between the driven gear and the output shaft.

  By the way, in each embodiment, it has been described that a hydraulic pressure source for clutch operation is used as a hydraulic pressure source. However, a similar effect can be obtained by separately providing a hydraulic pressure source for a clamp mechanism.

  7a-7c: Radial bearing, 8a-8c ... Bearing material, 9a-9c ... Metal, 11a-11c ... Oil supply port, 12 ... Oil supply hole, 17a-17c ... Radial bearing, 18a-18c ... Bearing material, 19a-19c DESCRIPTION OF SYMBOLS ... Metal, 21 ... Stepped part, 22 ... Circumferential groove, 23a-23c ... Pocket, 31 ... Conical member, 32 ... Conical member receiver, 101 ... Drive gear, 102 ... Input shaft, 103a, 103b ... Bearing, DESCRIPTION OF SYMBOLS 104 ... Driven gear, 105 ... Output shaft, 106a, 106b ... Bearing, 107 ... Radial bearing, 108 ... Thrust bearing, 109 ... Thrust receiver, 110 ... Clutch mechanism, 121 ... Plane perpendicular to axis, 122 ... Conical surface, 123 ... Shaft Right angle plane, 124 ... conical surface, 131 ... cylindrical surface, 132 ... cylindrical surface, 150 ... clamp mechanism, 201 ... engine, 202 ... engine output shaft, 203 ... coupling, 20 4 ... Gear device with clutch, 205 ... Coupling, 206 ... Screw shaft, 207 ... Screw.

Claims (6)

A drive gear and a driven gear meshing with each other; an input shaft provided coaxially and separately from the drive gear; an output shaft provided coaxially and integrally with the driven gear; and the drive gear and the input shaft. In a gear device having a radial bearing provided in the shaft, a thrust bearing provided on the input shaft, and a clutch mechanism provided between the drive gear and the input shaft,
A gear device comprising a clamp mechanism for restraining displacement of the drive gear relative to the input shaft when the clutch mechanism is engaged. The gear device according to claim 1, wherein
The clamp mechanism is configured by a radial bearing portion provided between the drive gear and the input shaft, and the displacement of the drive gear with respect to the input shaft is constrained by the radial bearing portion when the clutch mechanism is engaged. A gear device characterized by The gear device according to claim 2,
The radial bearing is divided and incorporated in the input shaft, and the outer diameter of the radial bearing is increased by hydraulic pressure. A drive gear and a driven gear meshing with each other, an input shaft provided coaxially and separately from the drive gear, an output shaft provided coaxially and integrally with the driven gear, and between the driven gear and the output shaft In a gear device having a radial bearing provided on the output shaft, a thrust bearing provided on the output shaft, and a clutch mechanism provided between the driven gear and the output shaft,
A gear device comprising a clamp mechanism for restraining displacement of the driven gear with respect to the output shaft when the clutch mechanism is engaged. The gear device according to claim 4,
The clamp mechanism is configured by a radial bearing portion provided between the drive gear and the input shaft, and the displacement of the drive gear with respect to the input shaft is constrained by the radial bearing portion when the clutch mechanism is engaged. A gear device characterized by The gear device according to claim 5, wherein
The radial bearing is divided and incorporated in the input shaft, and the outer diameter of the radial bearing is increased by hydraulic pressure.

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