JPS5834254A - Variable speed drive unit by locked train where tooth phase of gear is adjustable - Google Patents

Abstract

PURPOSE:To perform power transmission more smoothly and more efficiently by making it possible to transfer an intermediate shaft in an axial direction and to control the engaged conditions of all gears and to equalize load distribution to each intermediate shaft. CONSTITUTION:The twisting directions of a pinion helical gear 8 and a helical gear 9 on the first stage fastened on an inlet shaft 1 and a pinion helical gear 11 and a helical gear 12 on the second stage fastened on an output shaft 2 are made the same. The helix angle alpha of the helical gears 8 and 9, and the helix angle alpha' of the helical gears 11 and 12 are set in such a way that their axial thrust may be reduced to naught, cancelling each other. At the same time, threaded members 42 and 42 are mounted on both ends of an intermediate shaft 10. This construction makes it possible to make adjustment so that all gears of the gear trains on the first and second stages may be engaged with each other perfectly equally. Therefore, unequal load distribution to each intermediate shaft can be corrected and smooth power transmission and high power transmission efficiency can be attained.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a locked train transmission.

More specifically, the present invention relates to a locked train transmission that significantly improves power transmission efficiency and prevents torsional vibration.

In a locked train, the power of the input shaft is distributed to multiple intermediate shafts by the first stage gear train, and the power of these multiple intermediate shafts is simultaneously collectively transmitted to the output shaft by the second stage gear train. Due to its characteristics, it is often used as a transmission for large horsepower, especially as a reduction gear. This means that when changing speed, the power from the input shaft is distributed to multiple intermediate shafts, so the load on each intermediate shaft is reduced.
Therefore, for the benefit of being able to reduce the size of each gear for power transmission and being able to arrange the input shaft and output shaft on the same axis, This is because the device has the advantage of being compact as a whole. In addition, since the load on each intermediate shaft is reduced, the module of the power transmission gear can be made smaller, which enables the diameter of the gear to be made smaller and the circumferential speed can be reduced, which is also advantageous in reducing noise. This is because it has the feature of being

However, the above-mentioned locked train has a configuration in which power is simultaneously transmitted from one input shaft to multiple intermediate shafts, and the power from these multiple intermediate shafts is collectively transmitted to one output shaft at the same time. Therefore, in order for smooth power transmission to occur through this locked train, all of the gears in the first and second stage gear trains must be properly meshed at all times, and each intermediate shaft must be properly engaged. It is necessary to ensure that the load is evenly distributed. However, it is inevitable that there will be some errors in the machining of the gears and their phase settings, and this machining error will cause unequal distribution of the load to each intermediate shaft. Also, when assembling the device, if the phases of the teeth of the first gear train and the second stage gear train are not adjusted in advance so that they are perfectly positioned, the load on each intermediate shaft will be similarly reduced. Unequal distribution occurs. Conventionally, this adjustment has been extremely difficult, so a complicated structure consisting of a hollow intermediate shaft, a torsion shaft, a gear coupling, etc. has been adopted. If the load is distributed unevenly to each intermediate shaft, power transmission will become uneven and power transmission efficiency will decrease.

On the other hand, when a prime mover with torque fluctuations, such as a diesel engine, is connected to a reducer, torsional vibrations due to torque fluctuations occur at the rotational speed where the resonance point occurs, so the relationship between the prime mover and the reducer is generally An elastic joint is interposed between them to absorb torque fluctuations. In other words, at the resonance point of torsional vibration, a force several times the normal transmission torque is applied to the tooth surface of the gear, which would damage the shaft or gear without an elastic joint. Therefore, countermeasures against the above-mentioned torque fluctuations are an important issue, especially in vessels that use large-horsepower diesel engines, such as ships. However, the method using elastic joints is currently in practical use as it can cover the limited torque salt, but in the case of high torque ranges above a certain level, elastic joints that can absorb the torque fluctuations have been developed. Currently, it has not been put into practical use due to the expected difficulties in doing so.

The main purpose of the present invention is to maintain the meshing state of all gears in exactly the same manner during operation with a simple structure using screw members, even if there is a deviation in the teeth and their phases of the gears constituting the locked train due to machining errors. Allows complete adjustment of the reservoir,
Another object of the present invention is to provide a transmission using a locked train, which equalizes the imbalance in load sharing between intermediate shafts caused by gear errors during operation, and enables smooth power transmission and high power transmission efficiency. .

Another object of the present invention is to improve the meshing ratio by making all of the gear trains forming the locked tray 7 helical gears, thereby improving the power transmission efficiency and reducing the overall size. The aim is to provide a transmission.

Still another object of the present invention is to effectively utilize hydrostatic bearings to not only eliminate uneven power transmission caused by machining errors in gears, but also to improve torque when a dog-horsepower diesel engine is used as the prime mover. It is an object of the present invention to provide a transmission using a locked train that can effectively damp resonance of torsional vibration caused by fluctuations without using an expensive elastic joint.

Still another object of the present invention is that by offsetting the thrust of the intermediate shaft, the corresponding pump capacity for operating the hydrostatic bearing can be reduced, thereby improving the efficiency of the entire transmission. The object of the present invention is to provide a transmission using a locked train.

The locked train transmission of the present invention which achieves the above main object distributes the power of an input shaft to a plurality of intermediate shafts by a first-stage gear train, and transfers the power of the plurality of intermediate shafts to a second-stage gear train. In a locked train transmission in which transmission is to be collectively performed simultaneously to an output shaft by a gear train, the first stage gear train and the second stage gear train are helical gears in which the torsion direction of the teeth is the same. At the same time, the hexagonal angle α of the helical gear in the first stage gear train and the hexagonal angle α' of the helical gear in the second stage gear train are set so that the thrust in the axial direction cancels each other out to zero. The intermediate shaft is elastically supported at supporting parts at both ends so as to be movable in the axial direction, and screw members are attached to the supporting parts at both ends of the intermediate shaft in the axial direction of the intermediate shaft. The screw member is provided so that it can be screwed into the gear, and by screwing the screw member, it presses the end face of the intermediate shaft so that the position of the intermediate shaft can be moved in the axial direction, thereby making it possible to adjust the phase of the teeth of the gear. It is.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Details will be explained below with reference to embodiments of the present invention shown in the drawings.

1 to 6 show an embodiment in which a locked train transmission according to the present invention is configured as a speed reduction device.

In FIG. 1, 1 is an input shaft, and 2 is an output shaft. The input shaft 1 is rotatably supported by a casing 6 via plain bearings 4 and 5 so as to be able to move slightly in the thrust direction.

The input shaft 1 and the prime mover (not shown) may be coupled to each other as long as they have a structure that allows slight movement of the input shaft 1 in the thrust direction, such as a gear coupling. On the other hand, the output shaft 2 is rotatably supported by a bearing 6.7 with respect to the casing 6. A pinion helical gear 8 is fixed to the input shaft 1, and a plurality of helical gears 9 fixed to each of a plurality of intermediate shafts 10 mesh with the pinion helical gear 8 at the same time.

A plurality of intermediate shafts 10, preferably 2 to 4, are provided,
The helical gear 9 fixed to each intermediate shaft 10 has a number of teeth υ greater than that of the pinion helical gear 8, thereby decelerating the power of the input shaft 1 and distributing it to the plurality of intermediate shafts 10. There is. The pinion helical gear 8 and helical gear 9 constitute a first stage gear train.

'On the other hand, a pinio/helical gear 11 is fixed to the other end side of the plurality of intermediate shafts 10, and the plurality of pinion helical gears 11 are connected to the helical gear 1 fixed to the output shaft 2.
2 are engaged at the same time. The pinion helical gear 11 constitutes a second stage gear train that decelerates the power of the plurality of intermediate shafts 10 and collectively transmits it to the output shaft 2 at the same time. Both ends of each intermediate shaft 1° are supported by plain bearings 13 and 14 relative to the casing 6, respectively, and are capable of slight movement in the thrust direction.

The helical angle α of the helical gears 8, 9 may be such that the torsional direction of the helical gears 8, 9 in the first stage gear train and the torsional direction of the helical gears 11, 12 in the second stage gear train are the same direction. and helical gear 11.
The helix angle α' of No. 12 is set so that the axial thrusts generated by both gear trains cancel each other out to zero, so that the relationship α>α' is satisfied. That is, to explain with reference to FIG. 7, the teeth 9a of the helical gear 9 in the first stage gear train receive a tangential force F by the teeth 8a of the pinion helical gear 8, and generate a thrust T in the axial direction of the intermediate shaft 10. Occur. In addition, the pinion helical gear in the second stage gear train is 110ml.
a generates a thrust T' in the axial direction of the intermediate shaft 10 in the opposite direction to the above-mentioned thrust T by applying a tangential force F' to the teeth 12a of the helical gear 12. In the present invention, the thrusts T and T' are set so that they cancel each other out and become zero, so that T-T'. That is, T
= Ftanα# Since T'=F'tanα', ) i'tanα=F'tanα/, 01.1. (1).

On the other hand, in this embodiment, the speed reduction device is such that the radius of the helical gear 9 is larger than the radius of the pinion edge helical gear 110.
The relationship is <F'. Therefore, (1) above
According to the formula, the relationship is α〉α′. Furthermore, here,
When the transmission of the locked train described above is used as a speed increasing device, F
The relationship becomes 〈α′.

At both ends of each intermediate shaft 10, static pressure bearings 29 are provided, each of which is loaded with pressure oil at a constant pressure.
Details of its structure are shown in FIGS. 2-3. Similarly, static pressure bearings 19 are provided on both sides of the input shaft 1 at the position where the pinion helical gear 8 is fixed, and the details of the structure are shown in FIGS. 5 and 6.

To explain the hydrostatic bearing 29, as shown in FIGS. 2 and 3, a disk-shaped plate member 30 is fixed to the end surface of the intermediate shaft 10 by bolts 61.

On the other hand, a block 62 faces the plate-like body 60 with a small gap 37 interposed therebetween.

The block 32 is provided with a pocket 34 that opens toward the plate-shaped body 30 side, and a throttle nozzle 65 that communicates with this pocket 64 is further provided at the oil supply port. The throttle nozzle 35 is further connected by a joint 63 to an oil supply conduit 36 . Further, the pocket 34 communicates with the outside via a conduit 69, and a pressure gauge 41 is provided at the end of the conduit 39 via a cock 40.

The block 32 is fitted and held by a screw member 42 that is screwed into the casing 3 so that it can move forward and backward. Therefore, when installing the block 32, the screw member 42 is screwed into the casing 6 while the block 32 is fitted and held in the screw member 42, and the lock nut 43 is screwed in the appropriate position. The screw member 42 may be screwed in by one screw. After such a block 62 is installed, a joint 66 connects the oil supply conduit 36. This oil supply conduit 36 is connected to an oil supply pump 102 driven by a motor 101 so that the pocket 34 of the hydrostatic bearing 29 is supplied with pressure oil.

Regarding the static pressure bearing 19 provided on the input shaft 1, as shown in FIGS.
1 and 21.

On the other hand, an annular block 22 is formed with a small gap 27° 27 interposed between the plate-like bodies 20 and 20, respectively.
, 22 are fixed to the casing 3 by bolts 23, 23, respectively. The blocks 22, 22 are provided with annular space pockets 24, 24, and the openings of the respective pockets 24, 24 are connected to the plate-shaped body 20.
, 20. block 22,
22 is further provided with throttle nozzles 25 , 25 at the oil supply ports communicating with the pockets 24 , 24 , and a fuel supply conduit 26 is further provided through the throttle nozzles 25 , 25 .
, 26 are connected. After the conduits 26 and 26 are combined, they are connected to a fuel pump 102 driven by a motor 101. The oil supply pump 102 collects the oil overflowing from the gap 27 of the hydrostatic bearing 19 and the gap 67 of the hydrostatic bearing 29 through the conduit 106, and returns the oil to the conduit 26,
36 to the pocket 24 of the hydrostatic bearing 19 and the pocket 64 of the hydrostatic bearing 29, respectively.

These hydrostatic bearings 19 and 29 elastically support the axial thrust generated in the input shaft 1 and the intermediate shaft 10, respectively, by the spring action of the oil film.

The screw members 42 and 42 located at both ends of each intermediate shaft 10 are screwed into the casing 3, so that the intermediate shaft 1
It is now possible to spiral in the direction of the zero axis.

Therefore, by appropriately adjusting the screw members 42° 42 and moving the position, the end of the intermediate shaft 10 can be pressed, and the rest position of the intermediate shaft 10 can be slightly moved in the axial direction. Therefore, by using this screw member 42, the meshing contact between the teeth of all the gears in the first stage gear train and the second stage gear train can be completely established as an initial condition before starting operation with a simple structure. The same can be achieved. To explain using the schematic diagram in FIG. 8, before the start of operation, there is a gap between the teeth 9a of the helical gear 9 of the first stage gear train, which is to be rotated in the direction of arrow R, and the teeth 8a of the helical gear 8. There is a gap G between the teeth 11a of the binion helical gear 11 and the teeth 1 of the helical gear 12 in the second stage gear train.
2a, there is a gap G' having a different dimension from the gap G.

First, in the above condition, the input shaft 1 and the output shaft 2 are completely locked so that they do not rotate, and then the screws 42 and 42 at both ends of the intermediate shaft 10 are loosened, and the intermediate shaft 10 is freely moved in the axial direction. make it possible.

When the above preparations are completed, use a torque wrench set to a constant torque value to screw the screw member 42 located on the left side of the intermediate shaft 10 in FIG. 8 toward the intermediate shaft 10 side. Rotate. When the torque of the screw member 42 reaches the torque value set with the torque wrench, the screw member 42 will no longer rotate. Return it as much as possible to create a small gap necessary for the formation of an oil film, and then tighten the lock nut 43.
This locks the screw member 42 in that position. After locking the left screw member, next screw the right screw member 42 toward the intermediate shaft 10, and when the hydrostatic bearing 29 comes into contact with the end surface of the intermediate shaft 10, tighten the hydrostatic bearing end surface in the same manner as above. and the intermediate shaft by an amount necessary to form a small gap to form an oil film, and then tighten the screw member 42 into the lock nut 4.
3 locks in the same way.

That is, in the above operation, as shown in FIG. 8, the intermediate shaft 10 first moves in the direction of the arrow AB until the teeth 9a of the helical gear 9 come into contact with the teeth 8a of the helical gear 8. After the tooth 9a contacts the tooth 8a, when the intermediate shaft 10 continues to be pushed toward the right, the tooth 9a contacts the tooth 8a.
Since the helical gear 9 slides in the direction of the arrow B-C along the inclined surface, the helical gear 9 continues to move to the right while rotating in the R direction. Here, since the wax angle α of the helical gears 8 and 9 of the first stage gear train is larger than the helix angle α' of the helical gears 11 and 12 of the second stage gear train, the helix angle α of the helical gears 11 and 12 of the second stage gear train will eventually reach The teeth 11a of the cal gear 11 come into contact with the teeth 12a of the helical cal gear 12 due to the rotation in the B-D direction, resulting in their rotational movement being blocked. That is, the teeth 8a of each helical gear in both the first stage gear train and the second stage gear train
and 9a, and the teeth 11a and 12a are simultaneously in meshing contact and are in phase. When this state is reached, the torque wrench reaches the set torque value and simply rotates idly relative to the screw member 42. Conversely, if the intermediate shaft is moved to the left, the above relationship will be reversed; in this case, the rotation of the intermediate shaft accompanying the movement will be caused by α', so the tooth 9a will move away from the tooth 8a. I'm going to go. That is,
If you move it to the right, it becomes locked, and if you move it to the left, it becomes loose.

By similarly performing the above operation on the remaining intermediate shafts, the phases of the teeth of all the gears constituting the locked train can be matched.

In this way, if the phase is matched as an initial condition, the unequal distribution of power transmission that occurs to each intermediate shaft in subsequent operations will be substantially only due to machining errors of the gears.

In addition, when moving the intermediate shaft in the axial direction, the engagement will be locked in one direction, and the engagement will be separated in the opposite direction, so if you support it with hydrostatic bearings or springs at both ends, Fine movement makes it possible to completely avoid uneven distribution of power transmission due to gear errors.

Now, when the above-mentioned transmission is operated, if there is a machining error in the gears, uneven distribution of load will occur on each intermediate shaft 10 of the locked train, and uneven thrust in the axial direction will occur on each intermediate shaft 10. However, this thrust is absorbed by the hydraulic pressure of the hydrostatic bearing 29 described above, and the unequal distribution of the load is corrected. Therefore, smooth power transmission by the locked train becomes possible, and high power transmission efficiency is obtained. The oil film in hydrostatic bearings differs from the naturally occurring oil film that occurs in general brane bearings, etc., and the rigidity of the oil film can be adjusted in advance by the pressure oil load from the pump and the effects of the throttle nozzle installed at the oil filler port. Therefore, a wide range of adjustment is possible, and the effect is particularly great when applied to a large horsepower transmission. Still, hydrostatic bearings do not suffer from sagging like mechanical joints, so from this point of view as well, they are very effective for high horsepower applications.

Further, in the transmission device of the present invention, both the first stage gear train and the second stage gear train are constructed of helical gears having the same torsional direction, and the helical gears in both gear trains have helical angles α and α′. are set at different angles so that the axial thrusts cancel each other out and become zero, so that the hydrostatic bearing 29 only needs to support a small thrust equal to the difference between the two thrusts. Therefore, even if the oil supply pump 102 has a relatively small capacity, it can be applied to a large horsepower transmission.

Furthermore, since a small-capacity pump is sufficient, the entire system including the hydrostatic bearing mechanism can be made compact.

Hydrostatic bearings 29 are provided at both ends of the intermediate shaft 10, and
Furthermore, the input shaft 1, which is movable in the axial direction, also has a static pressure bearing 1.
In the above-mentioned device provided with 9, it is possible not only to correct the unequal distribution of loads on each intermediate shaft 10, but also to simultaneously damp large torque fluctuations that occur due to resonance of torsional vibrations based on torque fluctuations of the prime mover. That is, torque fluctuations generated in the prime mover appear as fluctuations in the thrust of the input shaft 1 and the intermediate shaft 10 in the gear train of the first stage helical gear, but this fluctuation is caused by the fluctuations in the thrust of the input shaft 1 and the intermediate shaft 10.
However, the gaps 27 and 37 between the plate-like bodies 20 and 30, that is, the thickness of the oil film, automatically change and are absorbed. At this time, the ratio of the amount of thrust fluctuation to the mass of the object slightly moving in the thrust direction is clearly larger for the input shaft 1, which has only one small helical gear, than for the intermediate shaft 10.
Fluctuations in the thrust direction of the input shaft 1 are easy to follow. - Therefore, absorption of the fluctuating torque is mostly done by fluctuations in the input shaft 1, and the intermediate shaft plays an auxiliary role.

Note that the static pressure bearing 19 on the input shaft 1 side may be omitted if the torque fluctuation of the prime mover is small.

The pressure gauges 41 and 41' are for detecting the pressure inside the pocket 64 of the static pressure bearing 29. By opening the cock 40 during operation, the pressure inside the pocket can be detected, and the pressure inside the pocket can be detected by opening the cock 40 during operation.
It becomes possible to read the load sharing of the When there is an intermediate shaft with an uneven load, by rotating the screw member 42 corresponding to the intermediate shaft and moving it forward and backward in the axial direction, the intermediate shaft can be moved in the axial direction and the equal distribution of the load can be completely adjusted. can do.

FIG. 9 shows a locked train transmission according to another embodiment of the present invention, which shows a reduction gear.

In the embodiment shown in FIG. 9, the elastic support means provided at both ends of the intermediate shaft 10 are replaced by static pressure bearings in the previous embodiment, and a disc spring 60 is provided as a spring. Belleville spring 6
0 is a receiving plate 61 between the end of the intermediate shaft 10 and the screw member 42.
It is clamped through. The input shaft 1 is not yet provided with elastic support means as in the above embodiment, and the input shaft 1 is supported by bearings 64 and 65 and cannot be moved in the axial direction. The configuration other than the above differences is substantially the same as the above embodiment.

The transmission device of this embodiment also provides the same effects as those of the above embodiment. Further, this transmission is preferably applied in a case where it is relatively small and there is no need to consider torsional vibrations due to torque fluctuations of the prime mover.

Note that the same effect can be obtained by using a coiled spring instead of a disc spring.

As described above, the locked train transmission of the present invention is completely different from conventional ideas by providing threaded members on the supports at both ends of the intermediate shaft, thereby making the intermediate shaft movable in the axial direction. With a different and simpler structure, all the meshing points of the gears in the first and second gear trains can be set to the same meshing contact state in advance with a simple operation as an initial condition before starting operation. Moreover, both the first gear train and the second gear train are helical gears in the same torsional direction, canceling out the thrust of the intermediate shaft and elastically supporting both ends, thereby correcting the unequal distribution of load on each intermediate shaft. This makes it possible to achieve smooth power transmission and high power transmission efficiency.

Furthermore, when the elastic support means is configured with a hydrostatic bearing, the oil film rigidity of the hydrostatic bearing can be set over a wide range, making it possible to obtain smooth power transmission with a compact configuration even in a dog-horsepower transmission. become. In addition, if the input shaft is movable in the axial direction and the axial thrust of this input shaft is also received by a hydrostatic bearing, the unequal distribution of loads to each intermediate shaft will be corrected and smooth power will be achieved. Not only is transmission possible, but at the same time it is possible to damp torsional vibrations based on torque fluctuations of the prime mover without using expensive elastic joints or the like, and with a compact configuration.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view of a transmission device according to an embodiment of the present invention;
2 is a longitudinal cross-sectional view of a hydrostatic bearing at the end of the intermediate shaft in the same device, FIG. 3 is a cross-sectional view taken along the line ■-■ in FIG. 2, and FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 2. FIG. 5 is a longitudinal cross-sectional view of the hydrostatic bearing of the input shaft in the above device, and FIG. 6 is a cross-sectional view taken along the line ■-■ in FIG. FIG. 7 is a schematic diagram illustrating the force balance situation on the intermediate shaft of the device, and FIG. 8 is a schematic diagram illustrating the gear tooth positioning operation as an initial condition of the device. FIG. 9 is a longitudinal sectional view of a transmission according to another embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Input shaft, 2... Output shaft, 6... Casing, 8... Pinion helical gear, 9... Helical gear, 10... Intermediate shaft, 11... Pinion helical gear, 12...Helical gear, 19.29...Static pressure bearing, 42...Screw member, 46...Lock nut, 6
o...Disc spring. Agent Patent Attorney Makoto Ogawa − Patent Attorney Ken Noguchi Teru Patent Attorney Kazuhiko Saishita Figure 7 Figure 8 Figure 9 Figure 1012 11 Procedural Amendment 1, Indication of Case Transmission according to Patent Application No. 131577 of 1982 Device 3: Relationship with the case of the person making the amendment Patent applicant’s location (residence)
1-26-18 Kami-Soshigaya, Setagaya-ku, Tokyo Name: Takashi Takahashi 4, Agent

Claims (1)

[Claims] 1. The power of the input shaft is distributed to a plurality of intermediate shafts by a first-stage gear train, and the power of the plurality of intermediate shafts is simultaneously collected to the output shaft by a second-stage gear train. In a locked train transmission, the first stage gear train and the second stage gear train are helical gears in which the torsion direction of the teeth is the same, and the first stage gear train is a helical gear. The wax angle α of the helical gear in the second gear train and the wax angle α′ of the helical gear in the second gear train are different so that the axial thrusts are canceled to zero, and The intermediate shaft is elastically supported by elastic support means in support parts at both ends so as to be movable in the axial direction, and screw members are provided in the support parts at both ends of the intermediate shaft so as to be threadable in the axial direction of the intermediate shaft, and the A lock capable of adjusting the phase of the teeth of a gear, characterized in that the end face of the intermediate shaft is pressed by the screw member, so that the position of the intermediate shaft can be moved in the axial direction, thereby making it possible to adjust the phase of the teeth of the gear. Transmission by dotrain. 2. The locked train transmission according to claim 1, wherein the elastic support means is a hydrostatic bearing that is provided with a throttle/slip at the oil supply port and is loaded with a predetermined pressure oil. 3. The locked train transmission according to claim 1, wherein the elastic support means is a spring. 4. A patent in which an input shaft is supported movably in the axial direction, and the input shaft is provided with a static pressure bearing that is equipped with a throttle nozzle at the oil supply port and is loaded with a predetermined pressure oil so as to receive thrust in the axial direction. A locked train transmission according to claim 2. 5. The locked train constitutes a reduction mechanism, and the wax angle α of the helical gear in the first stage gear train
2. A transmission device using a locked tray 7 according to claim 1, wherein the helix angle α' of the helical gear in the second stage gear train is the same as that of the helix angle α'. 6. The locked train constitutes a speed increasing mechanism, and the helical gear's helix angle α is the second stage gear train.
The locked train transmission according to claim 1, wherein the helix angle α' of the helical gear in the gear train of the third stage is smaller than the helix angle α'.