JP4602217B2 - Gear train device - Google Patents

Description

  The present invention includes a plurality of input-side intermediate gears to which power is transmitted from the drive gear side, and output-side intermediate gears that are arranged coaxially with the input-side intermediate gear to enable power transmission from the input-side intermediate gear. The present invention relates to a gear train device in which an intermediate gear is provided between the drive gear and the driven gear.

Such a gear train device is disclosed in Patent Document 1, for example, and in this device, a torque limiter is provided between an input-side intermediate gear and an output-side intermediate gear made of separate members.
Japanese Utility Model Publication No. 62-2839

  By the way, when the gear train device is used for driving a valve of an internal combustion engine having a large rotational fluctuation, resonance may occur due to collision / repulsion of tooth surfaces due to backlash between the gears due to the rotational fluctuation. In order to withstand this resonance, a gear design that optimizes the gear backlash, mass distribution, rigidity, and the like is required. On the other hand, the gear train device disclosed in Patent Document 1 causes excessive stress on the gear member by causing slippage at an intermediate portion of the power transmission system when a large rotational fluctuation occurs on either the driving side or the driven side. Therefore, the present invention is not applicable to cases where synchronous operation on the driving side and driven side is required, such as a gear train device for driving a valve of an internal combustion engine.

  The present invention has been made in view of such circumstances, and provides a gear train device that enables synchronous operation on the driving side and the driven side while buffering fluctuations on the driving gear side to prevent resonance. The purpose is to do.

In order to achieve the above object, the invention according to claim 1 is characterized in that an input side intermediate gear to which power is transmitted from the drive gear side, and power transmission from the input side intermediate gear are enabled to be coaxial with the input side intermediate gear. In the gear train device in which a plurality of intermediate gears including an output-side intermediate gear are provided between the drive gear and the driven gear, the input-side intermediate gear is formed of a cylindrical boss part integral with the input-side intermediate gear. The inner periphery of the boss is rotatably supported by a support shaft that passes through a bearing. The outer periphery of the boss portion is relative to the output intermediate gear that is a member different from the input intermediate gear in a limited range. rotates with the splined as possible to, those input side intermediate gear and the output-side intermediate gear, mutually sliding contact sliding portion is provided in a plane perpendicular to the rotation axis of the two intermediate gears, they Disc spring for biasing the output-side intermediate gear so as to press-contact the sliding contact portion to each other on the input side intermediate gear side, provided between the fixed stop ring of the boss portion periphery and said output-side intermediate gear One of the sliding contact portions provided in the input side intermediate gear and the output side intermediate gear is formed in a ring shape with the rotation axis as the center, and is radially inward of the ring-shaped sliding contact portion. An annular chamber is formed between the two intermediate gears, a groove communicating with the annular chamber is provided in the ring-shaped sliding contact portion, and a spline fitting portion between the outer periphery of the boss portion and the output-side intermediate gear. The axial direction one end side faces this annular chamber, It is characterized by the above-mentioned.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the input-side intermediate gear includes a plurality of ones that pass through one end of the annular chamber and the other end is opened at the end face of the boss portion. The oil passage is provided, and a recess for communicating between the oil passage and the bearing is formed on the end surface of the boss portion .

According to the present invention, when rotation fluctuation occurs on the drive gear side, the tooth surfaces collide and repel due to backlash between gears engaged with each other, and relative rotation within a limited range is possible. Thus, the friction at the sliding contact portion between the input side intermediate gear and the output side intermediate gear is buffered, and resonance of the gear train device due to rotational fluctuation can be prevented. Therefore, energy loss due to resonance can be eliminated to reduce friction, and design considerations such as backlash, mass distribution, and rigidity for resonance can be eliminated, and gear design can be simplified. Moreover, since the input-side intermediate gear and the output-side intermediate gear is the power transmission state after the relative rotation in the limited range occurs, Ru der allows power transmission in synchronization with the driving side and the driven side.

In addition, since the boss portion integrated with the input side intermediate gear and the output side intermediate gear are splined to enable relative rotation within a limited range, the input side intermediate gear and the output side intermediate gear are capable of relative rotation within the limited range. The structure for connecting the output side intermediate gear can be simplified so that the number of parts can be reduced, and the assembling property can be improved.

By further changing the number of width or groove of the sliding contact portion is-ring shape, it is possible to change the frictional force generated between the sliding contact portion, it is easy to set the frictional force is optimal gear train device .

Hereinafter, the embodiments of the present invention will be described with reference to Reference Examples and Examples of the present invention shown in the accompanying drawings.

1 to 4 show a first reference example, FIG. 1 is a longitudinal sectional view showing a part of an internal combustion engine, FIG. 2 is an enlarged view of a main part of FIG. 1, and FIG. 4 is a sectional view taken along line 4-4 of FIG.

  First, in FIG. 1, an engine main body 11 of this internal combustion engine is slidably fitted to a crankcase 12 for rotatably supporting a crankshaft 18 connected to a piston 16 via a connecting rod 17 and the piston 16. A cylinder block 13 having a cylinder bore 19 to be fastened and integrally connected to the crankcase 12 and a combustion chamber 20 facing the top of the piston 16 are formed between the cylinder block 13 and the cylinder block 13. A cylinder head 14 to be coupled and a head cover 15 coupled to the cylinder head 14 are provided.

  A valve operating chamber 23 is formed between the cylinder head 14 and the cylinder head 14 to accommodate a valve operating mechanism 22 having a camshaft 21 parallel to the crankshaft 18. The camshaft 21 is integrated with the cylinder head 14. And a cap 25 coupled to the holder 24 so as to be rotatable. A cam gear train 26A, which is a gear train device of the present invention, is provided between one end of the crankshaft 18 projecting from the crankcase 12 and one end of the camshaft 21, and the rotational power of the crankshaft 18 is reduced by half. The power from the crankshaft 18 is transmitted to the camshaft 21 via the cam gear train 26A.

  Thus, the cam gear train 26A includes a drive gear 27 fixed to one end portion of the crankshaft 18, a driven gear 28 fixed to one end portion of the camshaft 21, and a first intermediate gear meshing with the drive gear 27. 29A, a second intermediate gear 30A that meshes with the first intermediate gear 29A, a third intermediate gear 31A that is arranged coaxially with the second intermediate gear 30A to enable transmission of power from the second intermediate gear 30A, and a third The intermediate gear 31 </ b> A and the fourth intermediate gear 32 </ b> A that meshes with the driven gear 28.

  That is, the cam gear train 26A includes four first to fourth intermediate gears 29A to 32A provided between the drive gear 27 and the driven gear 28, and the drive gear among the intermediate gears 29A to 32A. The second intermediate gear 30A as an input-side intermediate gear to which power is transmitted from the 27th side and the third intermediate gear 31A, which is an output-side intermediate gear made of a member different from the second intermediate gear 30A, are a second intermediate gear. The power is transmitted from 30A to the third intermediate gear 31A, and is arranged coaxially.

  A cover 36 is attached to the crankcase 12 so that a gear housing chamber 35 for housing the drive gear 27 and the first intermediate gear 29A is formed between the crankcase 12 and the crankcase 12. The cylinder head 14 is provided with a gear train storage chamber 37 connecting the valve operating chamber 23 and the gear storage chamber 35 so as to store the second to fourth intermediate gears 32A.

  A connecting pipe 39 is coaxially attached to one end of the crankshaft 18 so as to pass through one end of an oil reservoir chamber 38 provided in the cover 36, and a pair of seals for sealing the entry portion of the connecting pipe 39 into the oil reservoir chamber 38. Seal members 40 are provided between the connecting pipe 39 and the cover 36. The other end of the connecting pipe 39 communicates with an oil passage 41 provided in the crankshaft 18, and lubricating oil is supplied from the oil reservoir chamber 38 to the oil passage 41 of the crankshaft 18 through the connecting pipe 39. Supplied.

  The first intermediate gear 29 </ b> A is rotatably supported by a first support shaft 42 having an axis parallel to the crankshaft 18 via a ball bearing 43. One end of the first support shaft 42 is fitted and supported by a cylindrical support member 44 that is press-fitted into the cover 36, and the other end of the first support shaft 42 is in a first support recess 45 provided in the crankcase 12. Mated. Moreover, a bolt 46 that coaxially passes through the first support shaft 42 is screwed into the crankcase 12, and an accommodation recess 47 that accommodates the head portion 46 a of the bolt 46 is provided in the cover 36.

  The second and third intermediate gears 30 </ b> A and 31 </ b> A are rotatably supported by a second support shaft 48 having an axis parallel to the first support shaft 42 and crossing the gear train storage chamber 37. One end portion of the second support shaft 48 is fitted and supported on the inner end side of the first support hole 49 provided in the cylinder block 13 on the outer side, and provided on the cylinder block 13 on the inner side of the gear train storage chamber 37. The other end of the second support shaft 48 is fitted and supported in the second support recess 50. In addition, a first cap 51 that prevents the second support shaft 48 from detaching outward is screwed into the outer end portion of the first support hole 49.

  The fourth intermediate gear 32A is rotatably supported via a needle bearing 53 on a third support shaft 52 having an axis parallel to the first and second support shafts 42 and 48 and crossing the gear train storage chamber 37. In the gear train storage chamber 37, ring-shaped washers 54 and 55 are interposed between the center portions of both ends of the fourth intermediate gear 32 </ b> A and the cylinder head 14. Further, one end of the third support shaft 52 is fitted and supported on the inner end side of the second support hole 56 provided in the cylinder head 14 outside the gear train storage chamber 37, and the cylinder is formed inside the gear train storage chamber 37. The other end of the third support shaft 52 is fitted and supported in a third support recess 57 provided in the head 14. Moreover, a second cap 58 that prevents the third support shaft 52 from detaching outward is screwed into the outer end portion of the second support hole 56.

  2 to 4, a collar 61 that coaxially surrounds the second support shaft 48 is rotatably supported on the second support shaft 48 via a needle bearing 62. Ring-shaped washers 63 and 64 are interposed between both ends of the cylinder block 13 and the cylinder block 13.

  The collar 61 includes a small-diameter portion 61a into which the second intermediate gear 30A is fitted, a medium-diameter portion 61b that is formed to have a larger diameter than the small-diameter portion 61a so as to fit the third intermediate gear 31A, and a medium-diameter A large diameter portion 61c larger in diameter than the portion 61b is formed on the outer periphery to form a stepped cylindrical shape, and an annular contact step portion 61d is formed between the small diameter portion 61a and the medium diameter portion 61b. An annular support step 61e is formed between the medium diameter part 61b and the large diameter part 61c.

  A plurality of, for example, three screw members 65 are arranged in the circumferential direction at equal intervals in the second intermediate gear 30A that is fitted in the small diameter portion 61a of the collar 61 and is in contact with the contact step portion 61d. It is fastened to the collar 61 at. Further, a plurality of, for example, three places at equal intervals in the circumferential direction of the second intermediate gear 30A have axes parallel to the rotation axis of the second and third intermediate gears 30A and 31A, that is, the axis of the second support shaft 48. The connecting pins 66 are fixed by, for example, press fitting, and the connecting pins 66 are formed with a diameter larger than the outer diameter of the connecting pins 66 and are provided in the third intermediate gear 31A. Inserted into.

  That is, the second and third intermediate gears 30A, 31A can be relatively rotated within a range in which each of the connecting pins 66 can move within each of the connecting holes 67, and can be relatively rotated within a limited range. Will be.

Moreover, the relative positions of the screw members 65 and the connecting pins 66 are staggered. In this reference example, the screw members 65 are arranged on the first virtual circle C1 centered on the axis of the second support shaft 48. The screw pins 65 are arranged at regular intervals in the circumferential direction, whereas the connecting pins 66 located between the screw members 65 are centered on the axis of the second support shaft 48 and from the first virtual circle C1. Is arranged on the second virtual circle C2 having a large diameter. Thus, by such a staggered arrangement of the screw members 65 and the connecting pins 66, the second and third intermediate gears 30A and 31A can be configured compactly in the radial direction.

  Further, flat sliding contact portions 68 and 69 along a plane orthogonal to the rotation axis of the second and third intermediate gears 30A and 31A abut each other on the opposing surfaces of the second intermediate gear 30A and the third intermediate gear 31A. The disc spring 70 that urges the third intermediate gear 31A to the side where the sliding contact portions 68 and 69 are pressed against each other is formed between the support step portion 61e of the collar 61 and the third intermediate gear 31A. Provided.

Next, the operation of the first reference example will be described. A cam gear train 26A provided between one end of the crankshaft 18 and one end of the camshaft 21 is connected to a drive gear 27 and a cam fixed to one end of the crankshaft 18. The first to fourth intermediate gears 29A to 32A are provided between the driven gears 28 fixed to one end of the shaft 21, and the second and third intermediate gears among the intermediate gears 29A to 32A. 30A and 31A are made of mutually different members and connected so as to be capable of relative rotation within a limited range, and are in sliding contact with each other on a plane orthogonal to the rotation axis of the second and third intermediate gears 30A and 31A. Sliding contact portions 68 and 69 are provided on the second and third intermediate gears 30A and 31A, and a third contact portion 68 and 69 is pressed against each other. During gear 31A is biased to the second intermediate gear 30A side by the disc spring 70.

  Therefore, when rotation fluctuations occur on the drive gear 27, that is, on the crankshaft 18, the tooth surfaces collide and repel due to backlash between gears engaged with each other, allowing relative rotation within a limited range. The second and third intermediate gears 30A and 31A are buffered by friction at the sliding contact portions 68 and 69, and the cam gear train 26A can be prevented from resonating due to rotational fluctuation. As a result, energy loss due to resonance can be eliminated and friction can be reduced, and design considerations such as backlash, mass distribution and rigidity for resonance can be eliminated, and gear design can be simplified. .

  In addition, since the second and third intermediate gears 30A and 31A enter a power transmission state after relative rotation within a limited range occurs, power transmission in which the drive gear 27 and the driven gear 28 are synchronized is possible.

  A plurality of, for example, three connecting pins 66 having an axis parallel to the rotation axis of the second and third intermediate gears 31A are fixed to the second intermediate gear 30A, and the outer diameter of the connecting pins 66 is larger than that. Since the connecting pins 66 are inserted into the connecting holes 67 formed in the third intermediate gear 31A and having a large diameter, the second and third intermediate gears 30A and 31A can be relatively rotated within a limited range. Can be simplified, and the relative rotational movement can be set by the diameter of the connecting hole 37, which is a simple circle, facilitating processing and minimizing variations in processing accuracy. And processability and production controllability can be improved.

5-9 are those showing the actual施例of the present invention, the parts corresponding to the first reference example and shown only by the same reference numerals, and detailed description thereof will be omitted.

  First, in FIG. 5, a cam gear train 26 </ b> B as a gear train device provided between one end of the crankshaft 18 and one end of the camshaft 21 includes a drive gear 27 fixed to one end of the crankshaft 18, Power transmission from the driven gear 28 fixed to one end, the first intermediate gear 29B meshing with the drive gear 27, the second intermediate gear 30B meshing with the first intermediate gear 29B, and the second intermediate gear 30B is possible. The third intermediate gear 31B is disposed coaxially with the second intermediate gear 30B, and the fourth intermediate gear 32B meshes with the third intermediate gear 31B and the driven gear 28.

  Of the first to fourth intermediate gears 29B to 32B constituting part of the cam gear train 26B, a second intermediate gear 30B as an input side intermediate gear to which power is transmitted from the drive gear 27 side, and a second intermediate gear 30B The third intermediate gear 31B, which is an output-side intermediate gear made of a separate member, is arranged coaxially to enable power transmission from the second intermediate gear 30B to the third intermediate gear 31B.

The support structure of the first intermediate gear 29B and the first intermediate gear 29B is the same as the support structure of the first intermediate gear 29A and the first intermediate gear 29A in the first reference example, and the fourth intermediate gear 32B and the fourth intermediate gear. The support structure of 32B is the same as the support structure of the fourth intermediate gear 32A and the fourth intermediate gear 32A in the first reference example.

The second intermediate gear 30B is arranged coaxially with the third intermediate gear 31B made of a member different from the second intermediate gear 30B, and the second support shaft 48 supported by the cylinder block 13 as in the first reference example. And is rotatably supported via a needle bearing 62.

  6 to 8, the second intermediate gear 30B is integrally provided with a cylindrical boss portion 71 that coaxially surrounds the second support shaft 48, and the inner periphery of the boss portion 71 and the second support gear 48 are integrated. A needle bearing 62 is interposed between the shafts 48, and ring-shaped washers 63, 64 are interposed between both ends of the boss 71 and the cylinder block 13 and between the both ends of the collar 61 and the cylinder block 13 in the lane accommodating chamber 37. The

  Referring to FIG. 9 as well, a large number of longitudinal grooves 72, 72... Extending in the axial direction are formed on the outer periphery of the boss portion 71, and the boss portion 71 is formed on the inner periphery of the third intermediate gear 31B. The longitudinal grooves 73, 73... Extending in the axial direction corresponding to the longitudinal grooves 72, 72. Thus, the longitudinal grooves 72, 72... 73, 73... Are fitted so as to allow relative rotation between the boss portion 71, that is, the second intermediate gear 30B and the third intermediate gear 31B within a limited range. Combined. That is, the second intermediate gear 30B and the third intermediate gear 31B are splined to enable relative rotation in a limited range.

  A cylindrical protrusion 74 that coaxially surrounds the boss 71 is integrally formed on the surface of the third intermediate gear 31B facing the second intermediate gear 30B. A ring-shaped slidable contact portion 76 slidably contacting a flat slidable contact portion 75 provided on the surface of the second intermediate gear 30B facing the third intermediate gear 31B is formed. Thus, the sliding contact portions 75 and 76 are formed as flat surfaces along a plane orthogonal to the rotation axis of the second and third intermediate gears 30B and 31B, that is, the axis of the second support shaft 48.

In addition, the sliding contact portion of the third intermediate gear 31B is provided with grooves 77 along the radial direction of the third intermediate gear 31B at a plurality of locations that are equally spaced in the circumferential direction. On the other hand, the second intermediate gear 30B is provided with a plurality of oil passages 79 that pass through one end of an annular chamber 78 formed between the second intermediate gear 30B and the third intermediate gear 31B inside the protrusion 74. In the second intermediate gear 30B, one end of the boss 71 is provided with a plurality of recesses 80 extending radially at the inner periphery of the boss 71 and closed at the outer end. The other end of the passage 79 opens to the outer end of the recess 80. Thus, the oil that has entered the annular chamber 78 from the grooves 77 is guided to the needle bearing 62 through the oil passages 79 and the recesses 80.

  A retaining ring 81 is mounted on the outer periphery of the boss 71 on the side away from the second intermediate gear 30B, and the sliding contact portion 76 of the third intermediate gear 31B is provided between the retaining ring 81 and the third intermediate gear 81B. A disc spring 82 for biasing the third intermediate gear 31B is provided on the side of the second intermediate gear 30B in pressure contact with the sliding contact portion 75.

According to the actual施例, similarly to the first reference example, when the rotational fluctuation in the driving gear 27 i.e. the crankshaft 18 side occurs, the tooth surface mutual collisions caused by backlash between gears mutually in mesh with each other The repulsion is buffered by the friction at the sliding contact portions 75 and 76 of the second and third intermediate gears 30B and 31B that enable relative rotation within a limited range, and the cam gear train 26B due to rotational fluctuations Can be prevented. As a result, energy loss due to resonance can be eliminated and friction can be reduced, and design considerations such as backlash, mass distribution and rigidity for resonance can be eliminated, and gear design can be simplified. .

  In addition, since the second and third intermediate gears 30B and 31B enter a power transmission state after relative rotation within a limited range occurs, power transmission can be performed in which the drive gear 27 and the driven gear 28 are synchronized.

  Further, the boss portion 71 and the third intermediate gear 31B, which are integrally connected to the second intermediate gear 30B, are spline-coupled to enable relative rotation within a limited range, so that relative rotation within the limited range can be performed. If possible, the structure connecting the second intermediate 30B gear and the third intermediate gear 31B can be simplified so that the number of parts can be reduced, and the assemblability can be improved.

  Further, a sliding contact portion 76 provided on the third intermediate gear 31B is formed in a ring shape centering on the rotation axis of the second and third intermediate gears 30B, 31B, and a plurality of grooves 77 are formed in the sliding contact portion 76. Therefore, the frictional force generated between the sliding contact portions 75 and 76 can be changed by changing the width of the sliding contact portion 76 or the number of the grooves 77, and the frictional force optimum for the cam gear train 26B can be changed. Setting is easy.

FIG. 10 shows a second reference example. The parts corresponding to the first reference example and the embodiment are only given the same reference numerals and are not illustrated in detail.

  A cam gear train 26 </ b> C serving as a gear train device provided between one end of the crankshaft 18 and one end of the camshaft 21 is fixed to one end of the camshaft 21 and a drive gear 27 fixed to one end of the crankshaft 18. Driven gear 28, first intermediate gear 29C meshing with drive gear 27, second intermediate gear 30C meshing with first intermediate gear 29C, and second intermediate gear enabling transmission of power from second intermediate gear 30C. The third intermediate gear 31C is arranged coaxially with 30C, and the fourth intermediate gear 32C meshes with the third intermediate gear 31C and the driven gear 28.

  Of the first to fourth intermediate gears 29C to 32C constituting a part of the cam gear train 26C, a first intermediate gear 29C as an input side intermediate gear to which power is transmitted from the drive gear 27 side, and a first intermediate gear 29C, The second intermediate gear 30C, which is an output-side intermediate gear made of a separate member, is arranged coaxially to enable power transmission from the first intermediate gear 29C to the second intermediate gear 30C.

The support structure of the fourth intermediate gear 32C and the fourth intermediate gear 32C is the same as the support structure of the fourth intermediate gears 32A and 32B and the fourth intermediate gears 32A and 32B in the first reference example and the embodiment. The third intermediate gear 31 </ b> C is rotatably supported by a second support shaft 48 supported by the cylinder block 13 via a ball bearing 82.

The first intermediate gear 29C is rotatably supported via a needle bearing 84 on the first support shaft 83 supported by the crankcase 12 and the cover 36 in the same manner as the first support shaft 42 of the first reference example and the embodiment. The collar 85 is fixed with a plurality of screw members 86.

Further, the first intermediate gear 29C and the second intermediate gear 30C have a plurality of connecting pins fixed to the first intermediate gear 29C, similarly to the connecting structure of the second intermediate gear 30A and the third intermediate gear 31A in the first reference example. 87 are formed in a diameter larger than those of the connecting pins 87 and are inserted into the connecting holes 88 provided in the second intermediate gear 30C, thereby enabling relative rotation within a limited range. Is done. Further, sliding contact portions 89 and 90 are provided in the first and second intermediate gears 29C and 30C so as to be in sliding contact with each other on a plane orthogonal to the axis of the first support shaft 83, and the sliding contact portions 89 and 90 are connected to each other. The second intermediate gear 30c is urged toward the first intermediate gear 29C by the disc spring 91 so as to be pressed against each other.

According to the second reference example, on the side of the cam gear train 26C close to the crankshaft 18 that is the source of the rotation fluctuation, the collision and repulsion between the tooth surfaces caused by the backlash between the gears engaged with each other are buffered. Thus, resonance of the cam gear train 26C due to rotation fluctuation can be more effectively prevented.

The reference examples and the embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is possible.

  For example, surface treatments may be applied to the sliding contact portions 68, 69; 75, 76; 89, 90 that are in sliding contact with each other, and friction materials having different friction coefficients may be used. You may make it stick to the slidable contact part 68,69; 75,76; 89,90.

It is a longitudinal cross-sectional view which shows a part of internal combustion engine of a 1st reference example . It is a principal part enlarged view of FIG. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. It is a longitudinal cross-sectional view which shows a part of internal combustion engine of the Example of this invention . It is a principal part enlarged view of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 6. FIG. 8 is a sectional view taken along line 8-8 in FIG. 6. FIG. 9 is an enlarged view of a portion indicated by an arrow 9 in FIG. 8. It is a longitudinal cross-sectional view which shows a part of internal combustion engine of the 2nd reference example .

27 ... Drive gear 28 ... Driven gear
29B~32B ·· intermediate gear
30B: second intermediate gear which is an input side intermediate gear
31B: Third intermediate gear which is an output side intermediate gear
48 ... Spindle
62... Bearing
71 ... ・ Boss
7 5, 7 6 ... Sliding contact 77 ...... Groove
78 .... Round room
79 ... Oil passage
80 ··· recess
81... Retaining ring
82... Disc spring

Claims (2)

Input side intermediate gear to which the power is transmitted from the driving gear (27) side and (30B), are disposed input side intermediate gear (30B) and coaxially as possible the power transmission from the input-side intermediate gear (30B) Output In a gear train device in which a plurality of intermediate gears ( 29B to 32B ) including a side intermediate gear ( 31B ) are provided between the drive gear (27) and the driven gear (28),
The input side intermediate gear (30B) is rotatable by a support shaft (48) penetrating the inner periphery of a cylindrical boss portion (71) integral with the input side intermediate gear (30B) through a bearing (62). Supported,
The outer periphery of the boss portion (71) is splined to allow relative rotation within a limited range of the output side intermediate gear (31B) made of a member different from the input side intermediate gear (30B). In addition, the input side intermediate gear ( 30B ) and the output side intermediate gear ( 31B ) have slidable contact portions ( 75, 76 ) that slidably contact each other on a plane perpendicular to the rotation axis of the intermediate gears (30 B, 31 B) . Provided,
A disc spring (82) that urges the output-side intermediate gear (31B) toward the input-side intermediate gear (30B) to press-contact the sliding portions (75, 76) with each other includes the output-side intermediate gear. (31B) and a retaining ring (81) fixed to the outer periphery of the boss portion (71),
One of the sliding contact portions (75, 76) provided in the input side intermediate gear (30B) and the output side intermediate gear (31B) is formed in a ring shape centered on the rotation axis, and the ring An annular chamber (78) is formed between the intermediate gears (30B, 31B) on the radially inner side of the slidable contact portion (76),
A groove (77) communicating with the annular chamber (78) is provided in the ring-shaped sliding contact portion (76), and a spline fitting portion between the outer periphery of the boss portion (71) and the output side intermediate gear (31B) A gear train device characterized in that one end side in the axial direction faces the annular chamber (78) . The input-side intermediate gear (30B) is provided with a plurality of oil passages (79) having one end passing through the annular chamber (78) and the other end opened to the end face of the boss portion (71). gear train equipment according to claim 1, characterized in that the passage (79) and the recess communicating between the bearing (62) (80) is formed on the end surface of the boss portion (71).

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