JPS597061B2 - Locked train transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission using a γ-noxed train.

More specifically, the present invention relates to a transmission using a locked train, which eliminates load fluctuations due to gear machining errors, significantly improves power transmission efficiency, and prevents torsional vibrations.

A locked train has a structure in which the power of the input shaft is distributed to a plurality of intermediate shafts by the first stage gear train, and the power of the intermediate shafts of this number 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 dog horsepower.

This is because when changing the speed of the input shaft, the power is distributed to multiple intermediate shafts, so the load on each intermediate shaft is reduced, and the size of each gear for power transmission is therefore reduced. This is because the device as a whole can be made compact due to the advantages such as being able to be miniaturized and being able to arrange the input and output shafts on the same axis. .

In addition, since the load on each intermediate shaft is reduced, the module of the power transmission gear can be made smaller, which allows 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 following characteristics.

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 closed train, all the gears in the first and second stage gear trains must be properly aligned at all times, and be connected to each intermediate shaft. 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.

This unequal distribution causes noise and vibration generation and reduces power transmission efficiency.

On the other hand, when a prime mover with torque fluctuations such as a diesel engine is connected to a reducer, the resonance point of torsional vibration due to torque fluctuation occurs at a certain rotation speed, so the relationship between the prime mover and the reducer is generally An elastic joint is interposed between the two to absorb torque fluctuations.

That is, at the resonance point of torsional vibration, a force several times the normal transmission torque is applied to the tooth teeth of the gear, and without an elastic joint, the shaft or gear would be damaged.

Therefore, countermeasures against the above-mentioned torque fluctuations are an important issue, especially in vessels that use diesel engines with high horsepower.

However, methods using elastic joints are currently in practical use and can cover torques up to a certain limit, but for those in a high torque range above a certain level, it is necessary to create elastic joints that can absorb the torque fluctuations. Currently, it has not been put into practical use due to the expected difficulties in doing so.

The purpose of the present invention is to solve the problem of locked trains caused by gear machining errors as described above, easily avoid load fluctuations on gear tooth surfaces due to machining errors, and distribute the load evenly to each intermediate shaft. It is an object of the present invention to provide a transmission using a locked train, which can improve the power transmission rate by making power distribution possible, and can easily prevent torsional vibrations caused by fluctuations in input torque.

The locked train transmission of the present invention which achieves the above object distributes the power of an input shaft to a plurality of intermediate shafts by means of 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 simultaneously carried out collectively to an output shaft by a gear train, and one or both of the first stage and second stage gear trains are helical gears, the intermediate shaft is freely movable in the axial direction. At the same time, screw members are provided on both end sides of the intermediate shaft, and the intermediate shaft can be moved and adjusted in the axial direction by screwing the screw members, and a predetermined pressure oil is loaded on both ends of the intermediate shaft. The present invention is characterized in that a hydrostatic bearing is provided with a narrow gap formed by the intermediate shaft, and the narrow gap of the static pressure bearing is inclined with respect to the axial direction of the intermediate shaft.

Hereinafter, details will be explained using actual cases of the present invention shown in the figures.

FIGS. 1 to 4 show actual cases in which the 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 3 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 has a bearing 6,
It is rotatably supported by 7.

A pinion edge cal gear 8 is fixed to the input shaft 1, and a plurality of intermediate shafts 10 are connected to the pinion edge cal gear 8.
A plurality of helical gears 9 fixed to each are engaged simultaneously.

A plurality of intermediate shafts 10, preferably 2 to 4, are provided,
The edge cal gears 9 fixed to each intermediate shaft 10 have a larger number of teeth than the binion edge cal gears 8, so that the power of the input shaft 1 is decelerated and distributed to the plurality of intermediate shafts 10 respectively. There is.

This pinion Heri Karugya 8 and Heri Karugya 9 are the first
It constitutes the gear train of the second stage.

On the other hand, a pinion edge cal gear 11 is fixed to the other end side of the plurality of intermediate shafts 10, and these pinion edge cal gears 11 are connected to an edge cal gear 12 fixed to the output shaft 2.
are engaged at the same time.

The pinion 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 10 are supported by plain bearings 13 and 14 with respect to the casing 3, respectively, so that they can move slightly in the thrust direction.

The torsion direction of the helical gears 8 and 9 in the first stage gear train and the helical gears 11 and 1 in the second stage gear train.
The twisting directions of No. 2 are set to be opposite to each other.

However, the twisting direction of the gears 11 and 12 in the second stage gear train may be the same as the twisting direction of the gears 8 and 9 in the first stage gear train, or the gears 11 and 12 may be constructed of untwisted spur gears. There is no problem.

At both ends of each intermediate shaft 10, static pressure bearings 29 are provided, each of which is loaded with a constant hydraulic pressure.
Details of its structure are shown in FIGS. 2-4.

Similarly, hydrostatic bearings 19 are also provided on both sides of the input shaft 1 at the position where the pinion edge cal gear 8 is fixed.

The static pressure bearing 29 provided at both ends of the intermediate shaft 10 is provided with a block 32 facing the end of the intermediate shaft 10, as shown in detail in FIGS. 2 to 4. He is trying to fix it to the casing 3 via the screw member 42.

The end surface of the intermediate shaft 10 is formed into a convex cone surface 10a inclined at an angle θ with respect to the central axis, and a concave cone surface 32a is formed on the block 32 side so as to face this cone surface 10a. is formed.

A narrow gap 37 is formed between the convex cone surface 10a and the concave cone surface 32a.

The block 32 is provided with a pocket 34 that opens toward the end surface of the intermediate shaft 10, and a throttle nozzle 35 that communicates with the pocket 34 is provided at the oil supply port.

The throttle nozzle 35 is further connected by a joint 33 to an oil supply conduit 36 .

Further, the pocket 34 communicates with the outside via a conduit 39, 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 button 32, the screw member 4
2, the screw member 42 is screwed into the casing 3, and the screw member 42 is locked with the lock nut 43 at an appropriate position.

After such a block 32 is installed, a refueling conduit 36 is connected by a joint 33.

This oil supply conduit 36 is connected to an oil supply pump 102 driven by a moke 101, and is connected to a hydrostatic bearing 2.
Pocket 34 of 9 is supplied with pressure oil.

Regarding the hydrostatic pressure bearing 19 provided on the input shaft 1, the facing surfaces sandwiching the narrow gap are not configured as surfaces inclined with respect to the rotation axis like the above-mentioned hydrostatic pressure bearing 29, but are generally used. The plane is perpendicular to the axis of rotation.

However, like the hydrostatic bearing 29, it may be constructed from an inclined surface.

The oil supply pump 102 described above collects the oil flowing from each gap between the hydrostatic bearings 19 and 29 via the conduit 103, and then returns the oil to the hydrostatic bearings 19 and 29 via the conduits 26 and 36.
so that it is pumped into each pocket.

These hydrostatic bearings 1 9 and 29 are connected to the input shaft 1, respectively.
The axial thrust generated on the intermediate shaft 10 is elastically supported by the spring action of the oil film.

The screw members 42, 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 their positions, 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. Can be matched.

This kind of screwing operation of the screw member 42 uses a torque wrench set to a constant torque value, and when the set torque value is reached, the screwing of the screw member 42 is automatically stopped. , the screw member 42 is slightly returned so as to create an appropriate gap for forming an oil film on the hydrostatic bearing.

The pressure gauge 41 is for detecting the pressure inside the pocket 34 of the hydrostatic bearing 29.The pressure gauge 41 is used to detect the pressure inside the pocket during operation.
It becomes possible to read the load sharing of each intermediate shaft 10.

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.

Now, as mentioned above, since machining errors in gear training and torque fluctuations on the prime mover side are virtually unavoidable, conventional transmissions using tanked trains are complex, with hollow intermediate shafts, flexible shafts, gear couplings, etc. However, the device of the present invention has an extremely simple structure and an excellent structure by using the hydrostatic bearing 29 having the gap 37 inclined with respect to the axial direction of the intermediate shaft 10 as described above. It is possible to demonstrate performance.

A detailed explanation will be given below with reference to FIGS. 5 to 7.

The amount of axial movement of the intermediate shaft supported by the hydrostatic bearing is limited by the gap between the end face of the intermediate shaft and the block facing it. In the case of pressure bearing 29', intermediate shaft 10' and block 3
2' is formed at right angles to the axial direction of the intermediate shaft 10', so its size is limited by the ability to form the oil film thickness δ.

Therefore, the amount of axial movement of the intermediate shaft 10' is also regulated by the oil film thickness δ formed by the oil film.

Therefore, in the case of the hydrostatic bearing 29' as shown in FIG. 7, the amount that can absorb minute movements of the intermediate shaft 10' in the thrust direction is limited accordingly.

On the other hand, in the apparatus of the present invention, the static pressure bearing 29 used at the end of the intermediate shaft 10 has a structure as shown in FIG. 10, the amount of possible micro-movement is increased, which balances the uneven distribution of loads due to gear machining errors, and at the same time increases the ability to absorb torsional vibrations, sufficiently absorbing the accumulated pitch error of gears. This makes it possible to make it large enough.

That is, to explain with reference to FIGS. 5 and 6, in the static pressure bearing 29 of FIG. 5, the direction of the gap 37 is the intermediate axis. Since the intermediate shaft 10 is inclined at an angle θ with respect to the axial direction of the intermediate shaft 10, even if the thickness δ of the oil film is the same as in FIG. 7, the movable distance l of the intermediate shaft 10 is the same as in FIG. As is clear from the illustration,
δ/Sin θ, which is a distance greater than the thickness δ of the oil film.

Therefore, according to this hydrostatic bearing 29, it is possible to provide a thrust movement amount of the intermediate shaft large enough to sufficiently absorb the accumulated pitch error of the gear, and it is possible to provide a thrust movement amount of the intermediate shaft that is large enough to sufficiently absorb the accumulated pitch error of the gear. First, torsional vibrations can be absorbed extremely effectively.

The smaller the inclination angle θ of the gap 37 in the hydrostatic bearing 29, the more the travel distance l of the intermediate shaft 10 can be made relative to the oil film thickness δ. It can be said that it is preferable to set the angle to about 45°.

Although the above-mentioned actual cases have all illustrated reduction gears, the present invention can be similarly applied to speed increasers.

Further, at least one of the first-stage gear train and the second-stage gear train may be a helical gear, and it is not necessarily necessary that both be helical gears at the same time.

As described above, in the locked train transmission of the present invention, the power of the input shaft is distributed to the plurality of intermediate shafts by the first stage gear train, and the power of the plurality of intermediate shafts is distributed to the second stage. In a locked train transmission in which gear trains collectively transmit data to an output shaft at the same time, and one or both of the first stage and second stage gear trains are helical gears, the intermediate shaft is moved in the axial direction. Along with being freely pivotable,
Screw members are provided at both ends of the intermediate shaft, and the intermediate shaft can be moved and adjusted in the axial direction by screwing the screw members, and furthermore, a narrow gap is provided at both ends of the intermediate shaft to which a predetermined pressure oil is applied. Since the configuration is such that a hydrostatic bearing is provided, and the narrow gap of the hydrostatic bearing is inclined with respect to the axial direction of the intermediate shaft, the thrust of each intermediate shaft that is elastically supported by the static pressure bearing is As a result, although it is a simple mechanism, it can sufficiently absorb the accumulated pitch error of gears due to machining errors, and it also easily absorbs torsional vibrations due to torque fluctuations of the prime mover. be able to absorb into.

In addition, screw members are provided on both ends of the intermediate shaft, and the intermediate shaft can be adjusted to move in the axial direction by screwing the screw members, so it is possible to easily adjust the engagement of each gear. This makes it possible to further enhance the effect of evenly distributing the load.

[Brief explanation of drawings]

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 static pressure bearing at the end of the intermediate shaft in the same device, FIG. 3 is a cross-sectional view taken along the line MI in FIG. 2, and FIG. 4 is a cross-sectional view taken along the line IV-TV in FIG. 2. FIG. 5 is an explanatory diagram of the operation of the hydrostatic bearing according to the present invention, FIG. 6 is an explanatory diagram of the main part thereof, and FIG. 7 is an explanatory diagram of the operation of a general hydrostatic bearing. 1...Input shaft, 2...Output shaft, 3...
...Casing, 8...Pinion helical gear, 9...Helical gear, 10...
Intermediate axis, 11...Binion herikaruga, 12
... Helical gear, 29 ... Static pressure bearing, 37 ... Gap, 42 ... Screw member.

Claims (1)

[Claims] 1. In order to distribute the power of the human power shaft to the intermediate shaft of the number of nodes by the gear train of the first stage, and to simultaneously collectively transmit the power of the intermediate shaft of the number of nodes to the output shaft by the gear train of the second stage, and a locked train transmission in which one or both of the first stage and second stage gear trains are helical gears,
The intermediate shaft is pivotally supported so as to be movable in the axial direction, and screw members are provided at both ends of the intermediate shaft, and the intermediate shaft is movably adjusted in the axial direction by screwing of the screw members, and further, both ends of the intermediate shaft are rotatably supported. The invention is characterized in that a static pressure bearing formed with a narrow gap to which a predetermined pressure oil is loaded is provided, and the narrow gap of the static pressure bearing is inclined with respect to the axial direction of the intermediate shaft. Locked train transmission.