JP5527088B2 - Thrust load transmission mechanism of gear unit - Google Patents
Thrust load transmission mechanism of gear unit Download PDFInfo
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本発明は、ラジアル荷重とスラスト荷重を伝達する歯車装置のスラスト荷重伝達機構に関する。 The present invention relates to a thrust load transmission mechanism of a gear device that transmits a radial load and a thrust load.
例えば、歯車駆動ターボ圧縮機では、駆動装置の回転を歯車増速機で増速してターボ圧縮機のインペラを高速で回転駆動する。この歯車増速機は、インペラに直結されたピニオン歯車（小歯車）と駆動装置に直結されたホイール歯車とが歯合し、ホイール歯車からピニオン歯車にラジアル荷重を伝達すると共に、ピニオン歯車からホイール歯車にスラスト荷重が伝達されるようになっている。 For example, in a gear-driven turbo compressor, the rotation of the drive device is increased by a gear speed increaser, and the impeller of the turbo compressor is rotationally driven at a high speed. In this gear speed increaser, a pinion gear (small gear) directly connected to an impeller and a wheel gear directly connected to a driving device mesh with each other to transmit a radial load from the wheel gear to the pinion gear, and from the pinion gear to the wheel. A thrust load is transmitted to the gear.
なお、かかる歯車装置は、例えば特許文献１〜３に開示されている。 In addition, this gear apparatus is disclosed by patent documents 1-3, for example.
図１は、上述した従来の歯車駆動ターボ圧縮機におけるスラスト荷重伝達機構の構成図である。 FIG. 1 is a configuration diagram of a thrust load transmission mechanism in the above-described conventional gear-driven turbo compressor.
この図において、１はインペラ（図示せず）に直結されたピニオン歯車（小歯車）、２は駆動装置（図示せず）に直結されたホイール歯車、３はピニオン歯車１の両側（図で上下）に設けられたスラストカラー、４はスラストカラー３の軸方向内面に設けられたピニオン側テーパ面、５はホイール歯車２の側面に設けられたホイール側テーパ面である。 In this figure, 1 is a pinion gear (small gear) directly connected to an impeller (not shown), 2 is a wheel gear directly connected to a driving device (not shown), 3 is both sides of the pinion gear 1 (up and down in the figure) 4 is a pinion side taper surface provided on the inner surface in the axial direction of the thrust collar 3, and 5 is a wheel side taper surface provided on the side surface of the wheel gear 2.
このスラスト荷重伝達機構では、ピニオン歯車１とホイール歯車２とが歯合し、ホイール歯車２からピニオン歯車１にラジアル荷重を伝達すると共に、ピニオン歯車１を有するピニオン軸６に作用するスラスト荷重７を、ピニオン側テーパ面４とホイール側テーパ面５の間に潤滑油膜を形成させてホイール歯車２に伝達するようになっている。 In this thrust load transmission mechanism, the pinion gear 1 and the wheel gear 2 mesh with each other to transmit a radial load from the wheel gear 2 to the pinion gear 1 and to apply a thrust load 7 acting on the pinion shaft 6 having the pinion gear 1. A lubricating oil film is formed between the pinion-side tapered surface 4 and the wheel-side tapered surface 5 and transmitted to the wheel gear 2.
図１において、Ｒはホイール歯車２の中心からホイール側テーパ面５の中心までの半径、Ｒ１はホイール歯車２のピッチ円半径である。
上述した従来のスラスト荷重伝達機構では、半径Ｒとピッチ円半径Ｒ１が大きく異なるため、ピニオン側テーパ面４とホイール側テーパ面５との相対速度が大きく、その間のすべり摩擦により、焼付きが生じるおそれがあった。
In FIG. 1, R is a radius from the center of the wheel gear 2 to the center of the wheel-side tapered surface 5, and R <b> 1 is a pitch circle radius of the wheel gear 2.
In the conventional thrust load transmission mechanism described above, the radius R and the pitch circle radius R1 are greatly different, and therefore the relative speed between the pinion side tapered surface 4 and the wheel side tapered surface 5 is large, and seizure occurs due to sliding friction therebetween. There was a fear.
本発明は、上述した問題点を解決するために創案されたものである。すなわち、本発明の目的は、ラジアル荷重とスラスト荷重を伝達することができ、かつスラスト荷重を伝達する面の相対速度及びすべり摩擦を大幅に低減して焼付きを防止することができる歯車装置のスラスト荷重伝達機構を提供することにある。 The present invention has been developed to solve the above-described problems. That is, an object of the present invention is to provide a gear device that can transmit radial load and thrust load, and can significantly reduce the relative speed and sliding friction of the surface that transmits thrust load to prevent seizure. It is to provide a thrust load transmission mechanism.
本発明によれば、ピニオン歯車を有するピニオン軸とホイール歯車を有するホイール軸とを有し、ピニオン歯車とホイール歯車とが歯合し、ホイール歯車からピニオン歯車にラジアル荷重を伝達すると共に、ピニオン歯車からホイール歯車にスラスト荷重が伝達される歯車装置のスラスト荷重伝達機構であって、
前記ホイール歯車は、その歯面の両側に一体的に設けられた１対の切頭円錐形部分を有し、各切頭円錐形部分はその軸方向外面にホイール歯車のピッチ円を含む凹部のない第１切頭円錐面を有し、
前記ピニオン軸は、前記ホイール歯車の両側面に位置し、軸方向内面にピニオン歯車のピッチ円を含む第２切頭円錐面を有する１対のスラストカラーを有し、
前記第１切頭円錐面と第２切頭円錐面は、それぞれの母線の最近接位置において平行に位置する、ことを特徴とする歯車装置のスラスト荷重伝達機構が提供される。
According to the present invention, it has a pinion shaft having a pinion gear and a wheel shaft having a wheel gear, the pinion gear and the wheel gear mesh with each other, and a radial load is transmitted from the wheel gear to the pinion gear. A thrust load transmission mechanism of a gear device in which a thrust load is transmitted from a wheel gear to a wheel gear,
The wheel gear has a pair of frustoconical portions integrally provided on both sides of the tooth surface, and each frustoconical portion has a concave portion including a pitch circle of the wheel gear on its axial outer surface . No first frustoconical surface,
The pinion shaft has a pair of thrust collars located on both side surfaces of the wheel gear and having a second frustoconical surface including a pitch circle of the pinion gear on an axial inner surface;
A thrust load transmission mechanism for a gear device is provided, wherein the first frustoconical surface and the second frustoconical surface are located in parallel at the closest positions of the respective bus bars.
本発明の実施形態によれば、前記歯車装置は、前記ホイール歯車を駆動装置で回転駆動し、この回転により前記ピニオン歯車を増速し、その両端に取り付けられた羽根車を高速回転する歯車駆動ターボ圧縮機の歯車増速機である。 According to an embodiment of the present invention, the gear device rotates the wheel gear by a driving device, and the rotation of the pinion gear is increased by this rotation, and the gear wheel drive that rotates the impellers attached to both ends thereof at high speed. This is a gearbox of a turbo compressor.
上記本発明の構成によれば、ホイール歯車に設けられた第１切頭円錐面とピニオン軸に設けられた第２切頭円錐面が、それぞれの母線の最近接位置において平行に位置するので、第１切頭円錐面と第２切頭円錐面の最近接領域に潤滑油膜を形成して、その間で潤滑油膜を介してスラスト荷重を伝達することができる。 According to the configuration of the present invention, the first frustoconical surface provided on the wheel gear and the second frustoconical surface provided on the pinion shaft are located in parallel at the closest positions of the respective bus lines. A lubricating oil film can be formed in the closest region of the first frustoconical surface and the second frustoconical surface, and a thrust load can be transmitted through the lubricating oil film therebetween.
また、第１切頭円錐面はホイール歯車のピッチ円を含んでおり、第２切頭円錐面はピニオン歯車のピッチ円を含んでいるので、ピッチ円における相対速度及びすべり摩擦は０であり、スラスト荷重を伝達するスラスト支持面（第１切頭円錐面と第２切頭円錐面）の相対速度及びすべり摩擦を大幅に低減して焼付きを防止することができる。
In addition, since the first frustoconical surface includes the pitch circle of the wheel gear and the second frustoconical surface includes the pitch circle of the pinion gear, the relative speed and sliding friction in the pitch circle are zero. The relative speed and sliding friction of the thrust support surfaces (the first frustoconical surface and the second frustoconical surface) that transmit the thrust load can be greatly reduced to prevent seizure.
以下、本発明の好ましい実施形態を添付図面に基づいて詳細に説明する。なお、各図において共通する部分には同一の符号を付し、重複した説明を省略する。 Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected to the common part in each figure, and the overlapping description is abbreviate | omitted.
図２は、本発明によるスラスト荷重伝達機構を備えた歯車駆動ターボ圧縮機の部分断面図である。
この図において、歯車駆動ターボ圧縮機は４段圧縮機であり、４つ（図には２つのみ示す）のインペラ１６（以下、「羽根車」と呼ぶ）で対象ガスを順次圧縮し高圧を得るようになっている。なおこの図において、羽根車を囲むコンプレッサハウジングとガス流路は図示を省略している。
FIG. 2 is a partial cross-sectional view of a gear-driven turbo compressor equipped with a thrust load transmission mechanism according to the present invention.
In this figure, the gear-driven turbo compressor is a four-stage compressor, and the target gas is sequentially compressed by four (only two are shown in the figure) impellers 16 (hereinafter referred to as “impellers”) to increase the pressure. To get. In this figure, the compressor housing and the gas flow path surrounding the impeller are not shown.
図２において、１２はホイール歯車（又は大歯車と呼ぶ）、１４はピニオン歯車（又は小歯車と呼ぶ）であり、ホイール歯車１２を図示しない駆動装置（電動機、エンジン、タービン等）で回転駆動し、この回転によりピニオン歯車１４を増速し、その両端に取り付けられた羽根車１６を高速回転する。ホイール歯車１２とピニオン歯車１４とからなる歯車増速機の増速比は通常１０倍程度であり、各羽根車は、毎分約１万回転〜毎分数万回転で高速回転する。 In FIG. 2, 12 is a wheel gear (or a large gear), 14 is a pinion gear (or a small gear), and the wheel gear 12 is rotationally driven by a drive device (electric motor, engine, turbine, etc.) not shown. By this rotation, the pinion gear 14 is accelerated, and the impellers 16 attached to both ends thereof are rotated at a high speed. The speed increase ratio of the gear speed increaser composed of the wheel gear 12 and the pinion gear 14 is usually about 10 times, and each impeller rotates at a high speed of about 10,000 to tens of thousands of rotations per minute.
図２において、１８はピニオン軸１３にピニオン歯車１４を挟んで固定されたスラストカラーであり、２０はホイール軸１１のスラストを支持するスラスト軸受である。各羽根車に作用するスラスト力とホイール歯車とピニオン歯車の噛み合いによるスラスト力は、スラストカラー１８及びその間で摺動可能に支持されたホイール歯車１２を介してスラスト軸受２０に伝達され支持される。
なおこの図において、１５は歯車箱（ケーシング）、２２はラジアル軸受、２３はガスシール、２４は油切（オイルシール）である。
In FIG. 2, 18 is a thrust collar fixed to the pinion shaft 13 with the pinion gear 14 interposed therebetween, and 20 is a thrust bearing that supports the thrust of the wheel shaft 11. The thrust force acting on each impeller and the thrust force due to the meshing of the wheel gear and the pinion gear are transmitted to and supported by the thrust bearing 20 via the thrust collar 18 and the wheel gear 12 slidably supported therebetween.
In this figure, 15 is a gear box (casing), 22 is a radial bearing, 23 is a gas seal, and 24 is an oil seal (oil seal).
図３は、本発明によるスラスト荷重伝達機構の第１実施形態図である。この図は、図２のホイール歯車１２とピニオン歯車１４の噛み合い部分（破線部分）を反時計まわりに９０°回転させて示している。 FIG. 3 is a diagram showing a first embodiment of a thrust load transmission mechanism according to the present invention. This figure shows the meshing part (broken line part) of the wheel gear 12 and pinion gear 14 of FIG. 2 rotated 90 ° counterclockwise.
ホイール歯車１２は、その歯先部の両側面（図で左右）にホイール歯車１２のピッチ円１２ａを含む第１切頭円錐面３２を有する。第１切頭円錐面３２はホイール歯車１２の軸線１２ｂを中心とする円錐面の一部である。 The wheel gear 12 has first truncated conical surfaces 32 including pitch circles 12a of the wheel gear 12 on both side surfaces (left and right in the drawing) of the tooth tip. The first truncated conical surface 32 is a part of a conical surface centered on the axis 12 b of the wheel gear 12.
なおこの例において、ホイール歯車１２の歯面の両側に切頭円錐形部分３３が一体的に設けられ、第１切頭円錐面３２はこの切頭円錐形部分３３に設けられている。従って切頭円錐形部分３３の第１切頭円錐面３２は、凹部のない切頭円錐面である。 In this example, the truncated cone portions 33 are integrally provided on both sides of the tooth surface of the wheel gear 12, and the first truncated cone surface 32 is provided on the truncated cone portion 33. Accordingly, the first frustoconical surface 32 of the frustoconical portion 33 is a frustoconical surface having no recess.
また、ピニオン軸１３は、ホイール歯車１２の両側面（図で左右）に位置する１対のスラストカラー１８を有する。このスラストカラー１８は、軸方向内面にピニオン歯車１４のピッチ円１４ａを含む第２切頭円錐面３４を有する。第２切頭円錐面３４は、ピニオン歯車１４の軸線１４ｂを中心とする円錐面の一部である。 The pinion shaft 13 has a pair of thrust collars 18 positioned on both side surfaces (left and right in the drawing) of the wheel gear 12. The thrust collar 18 has a second truncated conical surface 34 including the pitch circle 14a of the pinion gear 14 on the inner surface in the axial direction. The second truncated conical surface 34 is a part of a conical surface centered on the axis 14 b of the pinion gear 14.
第１切頭円錐面３２と第２切頭円錐面３４は、それぞれの母線の最近接位置において平行に位置する。
すなわち、ピニオン歯車１４の軸線１４ｂに直交する平面と、第１切頭円錐面３２の母線及び第２切頭円錐面３４の母線がなす角度αは等しくなっている。この角度αは、０．１〜５°程度が好適である。
以下、第１切頭円錐面３２と第２切頭円錐面３４を単に「スラスト支持面」と呼ぶ。
The first frustoconical surface 32 and the second frustoconical surface 34 are located in parallel at the closest positions of the respective bus bars.
That is, the angle α formed by the plane perpendicular to the axis 14b of the pinion gear 14 and the generatrix of the first frustoconical surface 32 and the generatrix of the second frustoconical surface 34 is equal. The angle α is preferably about 0.1 to 5 °.
Hereinafter, the first truncated conical surface 32 and the second truncated conical surface 34 are simply referred to as “thrust support surfaces”.
図３において、Ｒはホイール歯車１２の中心から第１切頭円錐面３２の中心までの半径、Ｒ１はホイール歯車１２のピッチ円半径である。 In FIG. 3, R is a radius from the center of the wheel gear 12 to the center of the first truncated conical surface 32, and R <b> 1 is a pitch circle radius of the wheel gear 12.
次に、本発明のスラスト荷重伝達機構の作用（動作）を説明する。
ピニオン軸１３にはスラスト荷重７（空気力、はすば歯車のかみ合い力など）が作用する。このスラスト荷重７は上述した第１切頭円錐面３２と第２切頭円錐面３４を介してホイール歯車１２に伝達され、ホイール軸１１に設けられたスラスト軸受２０（または転がり軸受）で支承される。
スラスト支持面（第１切頭円錐面３２と第２切頭円錐面３４）の間には、潤滑油により潤滑油膜（油膜）が形成されるため、両者が金属接触することはない。
Next, the operation (operation) of the thrust load transmission mechanism of the present invention will be described.
A thrust load 7 (pneumatic force, helical gear meshing force, etc.) acts on the pinion shaft 13. The thrust load 7 is transmitted to the wheel gear 12 through the first truncated conical surface 32 and the second truncated conical surface 34 described above, and is supported by a thrust bearing 20 (or a rolling bearing) provided on the wheel shaft 11. The
Since a lubricating oil film (oil film) is formed by the lubricating oil between the thrust support surfaces (the first frustoconical surface 32 and the second frustoconical surface 34), they do not come into metal contact.
上述した第１実施形態の構成によれば、切頭円錐形部分３３の第１切頭円錐面３２が凹部のない切頭円錐面であるので、スラスト支持面（第１切頭円錐面３２と第２切頭円錐面３４）の負荷容量は、従来例と実質的に同等である。
一方、第１切頭円錐面３２の中心までの半径Ｒとホイール歯車１２のピッチ円半径Ｒ１が同一であるので、ピッチ円上で荷重伝達することとなり、相対すべり速度が低く、実質的にゼロであり、焼付きのおそれをほとんど無くすことができる。
以下、この理由を説明する。
According to the configuration of the first embodiment described above, since the first frustoconical surface 32 of the frustoconical portion 33 is a frustoconical surface without a recess, the thrust support surface (the first frustoconical surface 32 and The load capacity of the second truncated conical surface 34) is substantially the same as that of the conventional example.
On the other hand, since the radius R to the center of the first truncated cone surface 32 and the pitch circle radius R1 of the wheel gear 12 are the same, the load is transmitted on the pitch circle, and the relative sliding speed is low, which is substantially zero. It is possible to eliminate the possibility of seizure.
Hereinafter, the reason will be described.
油膜の形成能力の支配因子の一つに両面の合成速度がある。合成速度Ｖは両面の周速Ｖ１とＶ２の和で定義され（Ｖ＝Ｖ１＋Ｖ２）、これが大きいほうが油膜形成能力が高い。一方，油膜が破断したときの焼付きの支配因子の一つに両テーパ面の相対速度Ｕがある。相対速度Ｕは両面の周速の差の絶対値で定義され（Ｕ＝｜Ｖ１−Ｖ２｜）、これが大きいほうが焼きつきやすい。 One of the controlling factors of oil film formation ability is the synthesis rate on both sides. The composite speed V is defined as the sum of the peripheral speeds V1 and V2 on both sides (V = V1 + V2), and the larger this, the higher the oil film forming ability. On the other hand, one of the dominant factors for seizure when the oil film breaks is the relative speed U between both tapered surfaces. The relative speed U is defined by the absolute value of the difference between the peripheral speeds of both surfaces (U = | V1-V2 |), and the larger this is, the easier it is to burn.
図４は、ホイール歯車１２とピニオン歯車１４のピッチ円１２ａ，１４ａを示す図である。
ホイール歯車１２とピニオン歯車１４のピッチ円半径をそれぞれＲ１，Ｒ２、回転角速度をそれぞれω１，ω２とする。増速比をα＝ω２／ω１と定義すると、α＝Ｒ１／Ｒ２が成り立つ。
FIG. 4 is a diagram showing pitch circles 12 a and 14 a of the wheel gear 12 and the pinion gear 14.
The pitch circle radii of the wheel gear 12 and the pinion gear 14 are R1 and R2, respectively, and the rotational angular velocities are ω1 and ω2, respectively. If the speed increasing ratio is defined as α = ω2 / ω1, α = R1 / R2 holds.
図１に示した従来例において、ホイール側テーパ面５の中心半径Ｒはホイール歯車２のピッチ円半径Ｒ１よりも小さい（Ｒ＜Ｒ１）。β＝Ｒ／Ｒ１と定義すると、相対速度Ｕａは、以下の式（１）となる。
Ｕａ＝（Ｒ１＋Ｒ２−Ｒ）ω２−Ｒω１＝｛（α＋１）−（１−α）β｝Ｒ１ω１・・・（１）
In the conventional example shown in FIG. 1, the center radius R of the wheel-side tapered surface 5 is smaller than the pitch circle radius R1 of the wheel gear 2 (R <R1). When defined as β = R / R1, the relative velocity Ua is expressed by the following equation (1).
Ua = (R1 + R2-R) ω2-Rω1 = {(α + 1) − (1-α) β} R1ω1 (1)
一方、本発明ではスラスト支持面３２、３４の中心半径Ｒとホイール歯車１２のピッチ円半径Ｒ１を一致させることができるので、上式でＲ＝Ｒ１（β＝１）とおくと、相対速度Ｕｂは、以下の式（２）となる。
Ｕｂ＝Ｒ２ω２−Ｒ２ω１＝０・・・（２）
On the other hand, in the present invention, the center radius R of the thrust support surfaces 32 and 34 and the pitch circle radius R1 of the wheel gear 12 can be made to coincide with each other. Therefore, when R = R1 (β = 1) in the above equation, the relative speed Ub Becomes the following formula (2).
Ub = R2ω2-R2ω1 = 0 (2)
すなわち、常に、Ｕｂ＜｜Ｕａ｜となる。また、合成速度Ｖ（＝Ｖ１＋Ｖ２）は、両者において差は小さく、油膜形成能力は同等といえる。
したがって、本発明によれば油膜形成能力は同等であり、焼付きの危険を小さく（Ｕを小さく）することができる。
That is, Ub <| Ua | is always satisfied. Moreover, the synthesis speed V (= V1 + V2) has a small difference between them, and it can be said that the oil film forming ability is equivalent.
Therefore, according to the present invention, the oil film forming ability is equivalent, and the risk of seizure can be reduced (U is reduced).
図５は、本発明によるスラスト荷重伝達機構の第２実施形態図である。
この例では、図４における切頭円錐形部分３３が省略されており、ホイール歯車１２の歯先部の両側面に第１切頭円錐面３２が直接設けられている。
従って、この例では、第１切頭円錐面３２には、歯先部の歯のない部分が凹部として周期的に存在する。
その他の構成は第１実施形態と同様である。
FIG. 5 is a diagram showing a second embodiment of a thrust load transmission mechanism according to the present invention.
In this example, the truncated cone portion 33 in FIG. 4 is omitted, and the first truncated cone surface 32 is directly provided on both side surfaces of the tooth tip portion of the wheel gear 12.
Accordingly, in this example, the first truncated conical surface 32 periodically has a toothless portion of the tooth tip portion as a recess.
Other configurations are the same as those of the first embodiment.
上述した第２実施形態の構成によれば、第１切頭円錐面３２に歯先部の歯のない部分が凹部として周期的に存在するので、スラスト支持面（第１切頭円錐面３２と第２切頭円錐面３４）の潤滑面積は従来よりも小さい。
しかし、スラスト支持面３２、３４が歯面の近くにあることにより、潤滑油がより供給されやすい状況になるため、油膜形成能力が高く、負荷容量は、従来例と実質的に同等であるといえる。
一方、第１切頭円錐面３２の中心までの半径Ｒとホイール歯車１２のピッチ円半径Ｒ１が同一であるので、ピッチ円上で荷重伝達することとなり、相対すべり速度が低く、実質的にゼロであり、焼付きのおそれをほとんど無くすことができる。
According to the structure of 2nd Embodiment mentioned above, since the part without a tooth | gear part of a tooth-tip part exists periodically as a recessed part in the 1st frustoconical surface 32, a thrust support surface (the 1st frustoconical surface 32 and The lubricating area of the second frustoconical surface 34) is smaller than in the prior art.
However, since the thrust support surfaces 32 and 34 are close to the tooth surfaces, the lubricating oil is more easily supplied, so that the oil film forming ability is high and the load capacity is substantially equal to the conventional example. I can say that.
On the other hand, since the radius R to the center of the first truncated cone surface 32 and the pitch circle radius R1 of the wheel gear 12 are the same, the load is transmitted on the pitch circle, and the relative sliding speed is low, which is substantially zero. It is possible to eliminate the possibility of seizure.
上述したように本発明の構成によれば、ホイール歯車１２に設けられた第１切頭円錐面３２とピニオン軸１３に設けられた第２切頭円錐面３４が、それぞれの母線の最近接位置において平行に位置するので、第１切頭円錐面３２と第２切頭円錐面３４の最近接領域に潤滑油膜を形成して、その間で潤滑油膜を介してスラスト荷重７を伝達することができる。 As described above, according to the configuration of the present invention, the first frustoconical surface 32 provided on the wheel gear 12 and the second frustoconical surface 34 provided on the pinion shaft 13 are located at the closest positions of the respective bus bars. Therefore, the lubricating oil film can be formed in the closest region of the first truncated conical surface 32 and the second truncated conical surface 34, and the thrust load 7 can be transmitted through the lubricating oil film therebetween. .
また、第１切頭円錐面３２はホイール歯車１２のピッチ円１２ａを含んでおり、第２切頭円錐面３４はピニオン歯車１４のピッチ円１４ａを含んでいるので、ピッチ円１２ａ，１４ａにおける相対速度及びすべり摩擦は０であり、スラスト荷重７を伝達するスラスト支持面（第１切頭円錐面３２と第２切頭円錐面３４）の相対速度及びすべり摩擦を大幅に低減して焼付きを防止することができる。 Further, since the first truncated conical surface 32 includes the pitch circle 12a of the wheel gear 12, and the second truncated conical surface 34 includes the pitch circle 14a of the pinion gear 14, relative to the pitch circles 12a and 14a. The speed and sliding friction are zero, and the thrust support surfaces (the first frustoconical surface 32 and the second frustoconical surface 34) that transmit the thrust load 7 are significantly seized to reduce seizure. Can be prevented.
なお、本発明は上述した実施形態に限定されず、特許請求の範囲の記載によって示され、さらに特許請求の範囲の記載と均等の意味および範囲内でのすべての変更を含むものである。 In addition, this invention is not limited to embodiment mentioned above, is shown by description of a claim, and also includes all the changes within the meaning and range equivalent to description of a claim.
１１ ホイール軸、１２ ホイール歯車（大歯車）、
１２ａ ピッチ円、１２ｂ 軸線、
１３ ピニオン軸、１４ ピニオン歯車（小歯車）、
１４ａ ピッチ円、１４ｂ 軸線、
１５ 歯車箱（ケーシング）、１６ 羽根車（インペラ）、
１８ スラストカラー、
２０ スラスト軸受、２２ ラジアル軸受、
２３ ガスシール、２４ 油切り（オイルシール）、
３２ 第１切頭円錐面（スラスト支持面）、３３ 切頭円錐形部分、
３４ 第２切頭円錐面（スラスト支持面）
11 wheel shaft, 12 wheel gear (large gear),
12a pitch circle, 12b axis,
13 pinion shaft, 14 pinion gear (small gear),
14a pitch circle, 14b axis,
15 gear box (casing), 16 impeller (impeller),
18 Thrust color,
20 thrust bearing, 22 radial bearing,
23 Gas seal, 24 Oil drain (oil seal),
32 first frustoconical surface (thrust support surface), 33 frustoconical portion,
34 Second frustoconical surface (thrust support surface)
Claims (2)
前記ホイール歯車は、その歯面の両側に一体的に設けられた１対の切頭円錐形部分を有し、各切頭円錐形部分はその軸方向外面にホイール歯車のピッチ円を含む凹部のない第１切頭円錐面を有し、
前記ピニオン軸は、前記ホイール歯車の両側面に位置し、軸方向内面にピニオン歯車のピッチ円を含む第２切頭円錐面を有する１対のスラストカラーを有し、
前記第１切頭円錐面と第２切頭円錐面は、それぞれの母線の最近接位置において平行に位置する、ことを特徴とする歯車装置のスラスト荷重伝達機構。 It has a pinion shaft having a pinion gear and a wheel shaft having a wheel gear. The pinion gear and the wheel gear mesh with each other, and a radial load is transmitted from the wheel gear to the pinion gear, and a thrust load from the pinion gear to the wheel gear. A thrust load transmission mechanism of a gear device to which is transmitted,
The wheel gear has a pair of frustoconical portions integrally provided on both sides of the tooth surface, and each frustoconical portion has a concave portion including a pitch circle of the wheel gear on its axial outer surface . No first frustoconical surface,
The pinion shaft has a pair of thrust collars located on both side surfaces of the wheel gear and having a second frustoconical surface including a pitch circle of the pinion gear on an axial inner surface;
The thrust load transmission mechanism of a gear device, wherein the first frustoconical surface and the second frustoconical surface are located in parallel at the closest positions of the respective bus bars.
The gear device is a gear speed increaser of a gear driven turbo compressor that rotates the wheel gear with a drive device, accelerates the pinion gear by this rotation, and rotates the impellers attached to both ends thereof at high speed. The thrust load transmission mechanism for a gear device according to claim 1, wherein the thrust load transmission mechanism is a gear device .
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| DE102014207431A1 (en) * | 2014-04-17 | 2015-10-22 | Siemens Aktiengesellschaft | Gear with pressure comb and manufacturing |
| DE102015207163A1 (en) * | 2015-04-21 | 2016-10-27 | Zf Friedrichshafen Ag | Support bearing with plain bearings |
| US11904110B2 (en) | 2017-05-31 | 2024-02-20 | Koninklijke Philips N.V. | Transperineal stepper including a gearless linear movement |
| CN113074242A (en) * | 2021-03-25 | 2021-07-06 | 西安法士特汽车传动有限公司 | Gear transmission vibration and noise reduction mechanism |
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| JP2007303431A (en) * | 2006-05-15 | 2007-11-22 | Hitachi Plant Technologies Ltd | Thrust bearing unit, turbo compressor using the same, and assembling method of thrust bearing unit |
| JP5163932B2 (en) * | 2007-03-16 | 2013-03-13 | 株式会社Ｉｈｉ | Gear driven turbo compressor |
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