JPS6228324B2 - - Google Patents
Info
- Publication number
- JPS6228324B2 JPS6228324B2 JP58017420A JP1742083A JPS6228324B2 JP S6228324 B2 JPS6228324 B2 JP S6228324B2 JP 58017420 A JP58017420 A JP 58017420A JP 1742083 A JP1742083 A JP 1742083A JP S6228324 B2 JPS6228324 B2 JP S6228324B2
- Authority
- JP
- Japan
- Prior art keywords
- spring
- coil spring
- hub
- holding member
- flange
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000008878 coupling Effects 0.000 claims description 17
- 238000010168 coupling process Methods 0.000 claims description 17
- 238000005859 coupling reaction Methods 0.000 claims description 17
- 230000005540 biological transmission Effects 0.000 claims description 13
- 230000006835 compression Effects 0.000 description 8
- 238000007906 compression Methods 0.000 description 8
- 238000006073 displacement reaction Methods 0.000 description 8
- 230000002093 peripheral effect Effects 0.000 description 6
- 230000009471 action Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 230000005489 elastic deformation Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000000747 cardiac effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000007799 cork Substances 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
- F16D3/56—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic metal lamellae, elastic rods, or the like, e.g. arranged radially or parallel to the axis, the members being shear-loaded collectively by the total load
Description
この発明はコイルばねを回転伝達弾性エレメン
トとする軸継手に関する。
軸心間の狂いの調節および緩衝作用が比較的大
きいことから伝達エレメントとしてコイルばねを
使用した軸継手がいくつか商品化されている。
第１図はこのような軸継手の一例を示してい
る。この軸継手では向かい合つた一対のハブ１に
それぞれ複数のばね穴２が設けられている。ばね
穴２にはコイルばね３がハブ１間にかけ渡される
ようにして挿入されている。トルクは一方のハブ
１から他方のハブ１へコイルばね３を介して伝達
される。軸心間の狂いの調節および緩衝作用はコ
イルばね３がばね軸に対して横方向に変形するこ
とによつて行なわれる。
第１図に示す軸継手は構造が簡単であるが、次
のような問題がある。すなわち、コイルばね３は
ばね穴２に遊合しているので、両ハブ１間に遊び
があり、回転角精度が悪い。特に、ばね穴２の内
周面は使用中にコイルばね３による打撃および擦
過によつて拡大する。これによつて回転角精度は
一層低下し、またコイルばね３の疲労破壊が早め
られる。
この発明は構造が簡単であるという利点をもつ
た第１図の軸継手を改良したものである。
この発明は構造が比較的簡単であり、ハブとコ
イルばねとの間に遊びのない軸継手を提供しよう
とするものである。
この発明の軸継手は、ハブ、ばね保持部材およ
びコイルばねとからなつている。ハブは伝動軸が
接続される円筒部に、ばね穴を有するフランジを
備えている。ばね保持部材は一端にカバーが固着
され、伝達トルクが加わる円筒状の本体を備え、
内部に前記ハブのフランジを収容する。コイルば
ねはハブのフランジのばね穴を貫通し、端部がば
ね保持部材の本体およびカバーにそれぞれ設けら
れたばね穴にはめ合つている。そして、コイルば
ねが本体とカバーとの間で圧縮された状態で前記
各ばね穴に締りばめされている。ばね保持部材の
カバーを本体に固着する際に、コイルばねをカバ
ーにより本体に向けて圧縮することによりコイル
ばねは上記のようにばね穴に締りばめされる。
上記のように構成された軸継手は、コイルばね
を圧縮すると、その撓み量に比例して、無負荷時
の外径より、圧縮時の外径が大きくなる特性を利
用している。すなわち、コイルばねをハブのフラ
ンジおよびばね保持部材の本体とカバーに設けら
れたばね穴に挿入時はコイルばねを無負荷で、自
由にばね穴に挿入可能な寸法とし、カバーを本体
に固着する際にコイルばねを圧縮することによ
り、ばね穴面にコイルばねの外周を弾性的に圧着
する。回転時には、コイルばねはばね軸は直角方
向に、伝達トルクに比例して、弾性変形し、トル
クを伝達すると共に緩衝作用を行う。コイルばね
とばね穴との間に遊びはなく、更に穴面に多少の
摩耗が生じても、コイルばねの外径が増大する弾
性力により、常に遊びのない状態を保ち、緩衝作
用と、軸心調整作用を行う。
本発明の特長の一つは、前記の如く、コイルば
ねにより、常に遊びのない状態に保持出来ると共
に、駆動軸側から被駆動軸側に直接にコイルばね
のみによりトルクを伝達出来る構造に設計可能で
あり、完全な遊びなしの軸継手を構成出来る点に
ある。
完全に遊びのない軸継手として、市販の小型ベ
ローズ形カツプリングは駆動軸側ハブ、ベロー
ズ、被動軸側ハブとすべての伝達構成部品が溶接
により結合されたカツプリングがあるが、これら
は極めて小型のものに限られ、通常サイズ品で
は、この方式では、組立作業が極めて困難で、適
用は不可能に近い。
本発明に使用されるコイルばねは、組込みの条
件により、コイルばねの組込み構造及びばね仕様
を広範囲に且つ自由に選択出来る為に、一般的に
同容量の市販カツプリングの代表的なギヤーカツ
プリング、フランジ形たわみ継手等より非常にコ
ンパクトであり、当然製作費も安価となる。
又、運転時のメンテナンスも、本発明は、コイ
ルばねとばね穴との間に遊びがなく、伝達エレメ
ントの作用も弾性変形であるので、作用的には、
給脂は、原則的には不要である。勿論金属接触で
構成されているので給脂されれば寿命は一層長く
なるのは、当然である。
また、前記第１図に示す従来のこの種の軸継手
ではコイルばね３の両端は遊合するばね穴３で支
持、すなわち自由支持されている。これに対し
て、この発明の軸継手ではコイルばねはばね穴に
締りばめされており、コイルばねの両端は固定支
持された状態にある。したがつて、上記従来の軸
継手のコイルばねに比べてこの発明のものは伝達
コルクが約２倍になる。
さらに、コイルばねを圧縮した状態で予じめば
ね保持部材をハブに取り付けることができる。し
たがつて、ハブと他の伝動部材（被動側ハブ、ク
ラツチ等）とはこれら部材とばね保持部材とを締
付けボールト、ピンあるいは摩擦などの手段を介
して連結すればよい。すなわち、ハブおよび他の
伝動部材との接続の際にコイルばね等をハブなど
に組み込む必要はない。
次に、本発明の望ましい実施例につき説明す
る。
第２図および第３図はそれぞれこの発明の軸継
手の一例を示す側断面図および部分断面正面図で
ある。これら図面に示すように軸継手は主として
駆動軸側ハブ４、被動軸側ハブ９、ばね保持部材
１５およびコイルばね２７から構成されている。
駆動軸側ハブ４は円筒部５の中央にフランジ６
を有しており、フランジ６には軸方向に沿つて貫
通する四つのばね穴７が設けられている。ばね穴
７はリーマーにより精度よく仕上げられている。
被動軸側ハブ９は円筒部１０の端寄りにフラン
ジ１１を備えている。フランジ１１にはボルト穴
１２が設けられている。
ばね保持部材１５は円筒状本体１６およびカバ
ー２３とからなつている。
本体１６には上記駆動軸側ハブ４のフランジ６
のばね穴７に対応してリーマー仕上げのばね穴１
８が、またこのばね穴１８に同軸に締付けボルト
用ねじ穴１９が設けられている。また、本体１６
は一端から軸方向に環状部２０が突出しており、
中央に駆動軸側ハブ４の円筒部５が貫通する開口
部２１となつている。
カバー２３の中央は駆動軸側ハブ４の円筒部５
が貫通する開口部２４となつており、カバー２３
にも上記ばね穴７，１８に対応してリーマー以上
げのばね穴２５が設けられている。
コイルばね２７は矩形ばねであり、外周面が研
磨により高精度に仕上げられている。コイルばね
２７の外径は、無負荷のときにはばね穴７，１
８，２５と遊合し、圧縮されたときには締りばめ
となるような寸法となつている。
つぎに、上述のように構成された部品による軸
継手の組立てについて説明する。
上記ばね保持部材１５の本体１６は締付けボル
ト３１により被動軸側ハブ９のフランジ１１に締
結される。先ず、軸継手製作時に駆動軸側ハブ４
は円筒部５の一端がばね保持部材１５の本体１６
の開口部１７に入り込むようにして本体１６内に
挿入される。ついで、コイルばね２７をフランジ
６のばね穴７を貫通させ、一端を本体１６のばね
穴１８に挿入する。そして、コイルばね２７の他
端がカバー２３のばね穴２５に挿入されるように
して、本体１６の環状部２０にカバー２３をはめ
合せ、カバー２３を本体１６に向つて強圧する。
この結果、コイルばね２７は圧縮されて外径が若
干拡大し、ばね穴７，１８，２５に対して締りば
めとなる。また、カバー２３も本体１６の環状部
２０に締りばめされる。
上記組立時に、ばね保持部材１５の本体１６と
カバー２３は、コイルばね２７の圧縮による弾性
力で互に引き離される力を受ける。したがつて、
本体１６とカバー２３の締りばめによる摩擦力は
コイルばね２７による引き離し力よりはるかに上
まわることが必要である。特に、衝撃作用の大き
い用途に用いられる場合、本体１６とカバー２３
を溶接により固定すればより安全である。
以上のようにして駆動軸側ハブ４、ばね保持部
材１５、およびコイルばね２７は駆動軸側部材と
して一体に構成される。そして、伝動系に軸継手
を取り付ける際に、一体に構成された駆動軸側部
材と被動軸側ハブ９の心出しを行い、ボールト３
１により被動軸側ハブ９のフランジ１１とばね保
持部材１５を締結する。
第１表は圧縮によるコイルばね２７の外径拡大
の実測例を示している。
The present invention relates to a shaft joint using a coil spring as a rotation transmission elastic element. Several shaft joints using coil springs as transmission elements have been commercialized because they have a relatively large effect of adjusting and buffering misalignment between shaft centers. FIG. 1 shows an example of such a shaft coupling. In this shaft joint, a plurality of spring holes 2 are provided in each of a pair of opposing hubs 1. A coil spring 3 is inserted into the spring hole 2 so as to span between the hubs 1. Torque is transmitted from one hub 1 to the other hub 1 via a coil spring 3. Adjustment and damping of the misalignment between the axes is achieved by deforming the coil spring 3 in a direction transverse to the spring axis. Although the shaft coupling shown in FIG. 1 has a simple structure, it has the following problems. That is, since the coil spring 3 is loosely fitted into the spring hole 2, there is play between both hubs 1, resulting in poor rotational angle accuracy. In particular, the inner circumferential surface of the spring hole 2 expands due to impact and abrasion caused by the coil spring 3 during use. This further reduces the rotational angle accuracy and accelerates fatigue failure of the coil spring 3. This invention is an improvement on the shaft joint shown in FIG. 1, which has the advantage of a simple structure. This invention has a relatively simple structure and aims to provide a shaft joint with no play between a hub and a coil spring. The shaft joint of the present invention includes a hub, a spring holding member, and a coil spring. The hub has a flange having a spring hole on the cylindrical portion to which the transmission shaft is connected. The spring holding member has a cylindrical body to which a cover is fixed to one end and to which a transmission torque is applied.
The flange of the hub is housed inside. The coil spring passes through a spring hole in the flange of the hub, and its ends fit into spring holes provided in the main body and cover of the spring holding member, respectively. A coil spring is tightly fitted into each of the spring holes in a compressed state between the main body and the cover. When the cover of the spring holding member is fixed to the main body, the coil spring is compressed toward the main body by the cover, so that the coil spring is tightly fitted into the spring hole as described above. The shaft joint configured as described above utilizes the characteristic that when the coil spring is compressed, the outer diameter when compressed becomes larger than the outer diameter when no load is applied, in proportion to the amount of deflection. In other words, when inserting the coil spring into the spring hole provided in the flange of the hub, the main body of the spring holding member, and the cover, the size is such that the coil spring can be inserted freely into the spring hole without any load, and when the cover is fixed to the main body. By compressing the coil spring, the outer periphery of the coil spring is elastically pressed against the spring hole surface. During rotation, the spring axis of the coil spring elastically deforms in the right angle direction in proportion to the transmitted torque, thereby transmitting torque and providing a buffering effect. There is no play between the coil spring and the spring hole, and even if there is some wear on the hole surface, the elastic force that increases the outer diameter of the coil spring will always maintain a state without play, providing a cushioning effect and It has a cardiac regulating effect. As mentioned above, one of the features of the present invention is that it can be maintained in a state with no play at all times using the coil spring, and it can also be designed to have a structure that can transmit torque directly from the driving shaft side to the driven shaft side using only the coil spring. This means that it is possible to construct a shaft joint with absolutely no play. As shaft couplings with absolutely no play, there are commercially available small bellows type couplings in which the drive shaft side hub, bellows, driven shaft side hub and all transmission components are joined by welding, but these are extremely small. This method is extremely difficult to assemble and almost impossible to apply to normal-sized products. The coil spring used in the present invention is generally a typical gear coupling of commercially available couplings of the same capacity, since the coil spring assembly structure and spring specifications can be freely selected from a wide range depending on the assembly conditions. It is much more compact than flange type flexible joints, etc., and of course the manufacturing cost is also lower. In addition, regarding maintenance during operation, the present invention has no play between the coil spring and the spring hole, and the action of the transmission element is elastic deformation, so the operation is as follows:
Greasing is not necessary in principle. Of course, since it is constructed with metal contact, it is natural that the lifespan will be longer if it is lubricated. Further, in the conventional shaft joint of this type shown in FIG. 1, both ends of the coil spring 3 are supported, that is, freely supported, by the spring holes 3 that play loosely with each other. In contrast, in the shaft joint of the present invention, the coil spring is tightly fitted into the spring hole, and both ends of the coil spring are fixedly supported. Therefore, compared to the coil spring of the conventional shaft joint described above, the transmission cork of the present invention is approximately twice as large. Furthermore, the spring holding member can be attached to the hub in advance with the coil spring being compressed. Therefore, the hub and other transmission members (driven hub, clutch, etc.) may be connected to the spring holding member by means such as a bolt, pin, or friction. That is, there is no need to incorporate a coil spring or the like into the hub or the like when connecting the hub and other transmission members. Next, preferred embodiments of the present invention will be described. FIGS. 2 and 3 are a side sectional view and a partially sectional front view, respectively, showing an example of the shaft coupling of the present invention. As shown in these drawings, the shaft joint mainly includes a drive shaft side hub 4, a driven shaft side hub 9, a spring holding member 15, and a coil spring 27. The drive shaft side hub 4 has a flange 6 at the center of the cylindrical portion 5.
The flange 6 is provided with four spring holes 7 passing through it in the axial direction. The spring hole 7 is finished with high precision using a reamer. The driven shaft side hub 9 is provided with a flange 11 near the end of a cylindrical portion 10. Bolt holes 12 are provided in the flange 11. The spring holding member 15 consists of a cylindrical body 16 and a cover 23. The main body 16 has a flange 6 of the drive shaft side hub 4.
Reamed spring hole 1 corresponds to spring hole 7 of
8, and a threaded hole 19 for a tightening bolt is provided coaxially with this spring hole 18. In addition, the main body 16
has an annular portion 20 protruding from one end in the axial direction,
The center has an opening 21 through which the cylindrical portion 5 of the drive shaft side hub 4 passes. The center of the cover 23 is the cylindrical portion 5 of the drive shaft side hub 4
is an opening 24 through which the cover 23 passes.
A reamed spring hole 25 is also provided corresponding to the spring holes 7 and 18 above. The coil spring 27 is a rectangular spring whose outer peripheral surface is polished to high precision. The outer diameter of the coil spring 27 is the same as that of the spring holes 7 and 1 when no load is applied.
8 and 25, and are dimensioned to form an interference fit when compressed. Next, the assembly of the shaft joint using the parts configured as described above will be explained. The main body 16 of the spring holding member 15 is fastened to the flange 11 of the driven shaft side hub 9 by a tightening bolt 31. First, when manufacturing the shaft coupling, the drive shaft side hub 4
One end of the cylindrical portion 5 is the main body 16 of the spring holding member 15.
It is inserted into the main body 16 so as to fit into the opening 17 of the main body 16. Next, the coil spring 27 is passed through the spring hole 7 of the flange 6, and one end is inserted into the spring hole 18 of the main body 16. Then, the cover 23 is fitted onto the annular portion 20 of the main body 16 so that the other end of the coil spring 27 is inserted into the spring hole 25 of the cover 23, and the cover 23 is strongly pressed toward the main body 16.
As a result, the coil spring 27 is compressed and its outer diameter slightly expands, resulting in an interference fit with the spring holes 7, 18, and 25. Further, the cover 23 is also tightly fitted to the annular portion 20 of the main body 16. During the above assembly, the main body 16 of the spring holding member 15 and the cover 23 are subjected to a force that causes them to be separated from each other due to the elastic force caused by the compression of the coil spring 27. Therefore,
The frictional force due to the interference fit between the main body 16 and the cover 23 needs to be far greater than the separating force due to the coil spring 27. In particular, when used for applications with large impact effects, the main body 16 and the cover 23
It is safer to fix it by welding. As described above, the drive shaft side hub 4, the spring holding member 15, and the coil spring 27 are integrally constructed as a drive shaft side member. Then, when attaching the shaft coupling to the transmission system, the driving shaft side member and the driven shaft side hub 9, which are integrally configured, are centered, and the vault 3
1, the flange 11 of the driven shaft side hub 9 and the spring holding member 15 are fastened together. Table 1 shows an example of actually measured expansion of the outer diameter of the coil spring 27 due to compression.
【表】
ばね穴７，１８，２５とコイルばね２７のはめ
あいを具体的数値で示すと、コイルばね２７を上
表のＧを使用する場合、ばね穴７，１８，２５を
すべてφ59・85＋０．０３ −０mmに加工すれば、無負荷
状
態では0.05〜0.08mmのクリアランスがあり、自由
に挿入することが出来る。又圧縮時には、夫々
0.10〜0.13の弾性締り代があり、コイルばね２７
とばね穴７，１８，２５の間には、全く遊びは存
在しないことになる。
なお、作動中の軸継手が軸心調整する際に駆動
軸側ハブ４のフランジ６が自由に可動なようにば
ね保持部材１５内の空間Ａおよびばね保持部材１
５と駆動軸側ハブ４の円筒部５との間の隙間Ｂ、
更にフランジ６の外周との間の隙間Ｃとは十分広
くとられている。また、ばね保持部材１５に設け
られたＯ−リング溝３３Ｏ−リング３５はばね保
持部材１５内に外部から水などが侵入するのを防
止する。
ここで、以上のように構成された軸継手の作用
について説明する。
先ずたわみ継手であるので、軸心調整作用の３
種の調整作用即ち偏心調整作用、斜交角調整作
用、軸方向変位調整作用について夫々説明する。
１ 偏心調整作用
第４図は偏心調整作用説明図で、偏心δが生
じると、図示の如く、コイルばね２７はばね軸
が彎曲する形状に変形することにより、偏心を
調整する。
この場合、偏心の最大許容量は図中の隙間
Ｂ，Ｃの大きさにより、制限され、最大偏心量
が決定される。
２ 斜交角調整作用
第５図は斜交角調整作用の説明図で、斜交角
θは図に示す如く、偏心δ１と、軸方向の長さ
l1、l2の変化により調整される。δ１は１項の
偏心調整用と同作用で調整され、l1は圧縮変
形、l2は伸長変形により調整される。最大斜交
角はl1又はl2が０になる角度即ち、駆動軸側ハ
ブ４のフランジ６がばね保持部材１５の本体１
６およびカバー２３と接触する角度が最大許容
斜交角となる。勿論、幾何学的には、斜交によ
り、間隙Ｂが０になり接触をするとその角度で
斜交角の大きさは制限されるが、一般的には、
l1又はl2が０になる角度でも、Ｂは０にならな
い設計が通常である。
３ 軸方向変位の調整作用
第６図は、軸方向変位の調整作用の説明図で
変位ｅはl1は圧縮、l2は伸長の弾性変形により
調整される。但し、軸継手取付時に、最初から
第６図の状態で組立てられる場合には、第６図
に示されるような圧縮・伸長による弾性変形は
発生せず、l1・l2共に一様に圧縮された状態
で、夫々のばね穴４，１８，２５に、コイルば
ね２７の外周が圧着され、その状態を中立の位
置として、回転中の軸方向の振動変位に対して
は、最初に記載した圧縮・伸長作用により調整
される。
以上のように、両軸心の狂いを、偏心・斜交
角・軸方向の変位と３種類の構成要素に分けて
夫々説明したが実際には、３要素が混在している
ので、その場合における許容量は、前記の間隔
Ｂ、Ｃ、l1、l2により制限されることになり、
各々の構成要素の最大許容量よりは当然小さくな
ることになる。
尚、第２図の構造により、実際に製作され軸継
手シリーズの代表例の主要仕様を第２表に示す。[Table] To show the fit between spring holes 7, 18, 25 and coil spring 27 using specific values, when using coil spring 27 with G in the table above, spring holes 7, 18, 25 are all φ59・85 +0. If processed to .03 -0 mm, there will be a clearance of 0.05 to 0.08 mm in the no-load state, and it can be inserted freely. Also, during compression, each
There is an elastic tightening allowance of 0.10 to 0.13, and the coil spring 27
There will be no play between the spring holes 7, 18 and 25. In addition, the space A in the spring holding member 15 and the spring holding member 1 are arranged so that the flange 6 of the drive shaft side hub 4 can move freely when the axis of the shaft joint in operation is adjusted.
5 and the cylindrical part 5 of the drive shaft side hub 4,
Furthermore, the gap C between the flange 6 and the outer periphery is set to be sufficiently wide. Further, the O-ring groove 33 and the O-ring 35 provided in the spring holding member 15 prevent water from entering into the spring holding member 15 from the outside. Here, the operation of the shaft joint configured as described above will be explained. First of all, since it is a flexible joint, there are three functions for adjusting the axis center.
The various adjustment functions, that is, the eccentricity adjustment function, the oblique angle adjustment function, and the axial displacement adjustment function will be explained respectively. 1. Eccentricity Adjustment Action FIG. 4 is an explanatory diagram of the eccentricity adjustment action. When eccentricity δ occurs, as shown in the figure, the coil spring 27 deforms into a shape in which the spring axis is curved, thereby adjusting the eccentricity. In this case, the maximum allowable amount of eccentricity is limited by the sizes of gaps B and C in the figure, and the maximum amount of eccentricity is determined. 2 Oblique angle adjustment action Figure 5 is an explanatory diagram of the oblique angle adjustment action.As shown in the figure, the oblique angle θ is the eccentricity δ1 and the axial length.
Adjusted by changes in l 1 and l 2 . δ 1 is adjusted by the same effect as the first term for eccentricity adjustment, l 1 is adjusted by compression deformation, and l 2 is adjusted by extension deformation. The maximum oblique angle is the angle at which l 1 or l 2 is 0, that is, the flange 6 of the drive shaft side hub 4 is the main body 1 of the spring holding member 15.
6 and the angle of contact with the cover 23 is the maximum allowable oblique angle. Of course, geometrically, when the gap B becomes 0 and contact occurs due to oblique intersection, the size of the oblique angle is limited by that angle, but in general,
Even at an angle where l 1 or l 2 becomes 0, B is usually designed so that it does not become 0. 3 Adjustment of axial displacement FIG. 6 is an explanatory diagram of the adjustment of axial displacement, in which the displacement e is adjusted by elastic deformation of compression for l1 and extension for l2 . However, if the shaft joint is assembled from the beginning in the state shown in Figure 6, elastic deformation due to compression and expansion as shown in Figure 6 will not occur, and both l 1 and l 2 will be compressed uniformly. In this state, the outer periphery of the coil spring 27 is crimped into each spring hole 4, 18, 25, and with this state as a neutral position, the vibration displacement in the axial direction during rotation is Adjusted by compression and expansion. As mentioned above, we have explained the misalignment of both axes by dividing it into three types of components: eccentricity, oblique angle, and axial displacement, but in reality, the three elements are mixed, so in that case, The tolerance will be limited by the above-mentioned intervals B, C, l 1 , l 2 ,
Naturally, the amount will be smaller than the maximum allowable amount of each component. Table 2 shows the main specifications of a representative example of the shaft coupling series that was actually manufactured using the structure shown in FIG.
【表】
回転トルクは、駆動軸側ハブ４からコイルばね
２７を介してばね保持部材１５、ボルト３１、被
動軸側ハブ９へと伝達される。この間に、コイル
ばね２７のばね軸と直角方向の弾性変形による弾
性力と回転トルクが常に平衡を保持しながら回転
が伝達される。従つて、負荷側又は駆動側のいず
れの側からの衝撃トルクに対しても緩衝作用を行
い、又捩り振動を平準化する。
第２図に示す実施例に対しては、組立時にはす
でに駆動軸側部材としてコイルばね２７は圧縮さ
れているが、ボルト３１で締結された状態で軸方
向にミスアライメントがなければ、駆動軸側ハブ
４、及び被動軸側ハブ９のいずれに対しても、コ
イルばね２７によるスラスト力は全く作用しな
い。回転中に軸方向変位を伴う振動が発生する場
合にコイルばね２７の圧縮および伸長によりその
変位量に比例したスラスト弾性力が作用すること
になり、このスラスト力により、軸方向振動は、
早期に減衰する。
つぎに、他の実施例について説明する。なお、
以下の図面で即出の図面に示す部材と実質的に同
一の部材にはこれらの図面のものと同一の参照符
号をつける。
第７図および第８図に示すようにコイルばね２
７の間にピン３７が配置されており、ピン３７は
ばね保持部材１５の本体１６およびカバー２３に
より両端支持されている。一方、駆動軸側ハブ４
のフランジ６に上記ピン３７がコイルばねの最大
撓み量に相当する半径差のクリヤランスを有する
ピン穴３９が設けられている。そして、ばね保持
部材１５は被動軸側ハブ９のフランジ１１にピン
４１により固着されている。
ピン３７はコイルばね２７に過大な負荷が加わ
るのを防止する。すなわち、駆動軸側ハブ４と被
動軸側ハブ９との相対的回転角は、ピン３７の外
周と、駆動軸側ハブ４のフランジ６に設けられて
いるピン穴３９とが接触する角度が、最大許容緩
衝回転角となる。それ以上のトルクは駆動軸側ハ
ブ４からピン３７を介してばね保持部材１５、ピ
ン４１、被駆動側ハブ９へと伝達され、この場合
は、回転方向に対しては、リジツトとなる。
尚この作用は、正逆いずれの回転方向に対して
も同一である。
第９図および第１０図はこの発明の更に他の実
施例を示している。
駆動軸側ハブ４およびばね保持部材１５は第７
図および第８図のものと実質的に同じである。し
かし、被動軸側ハブの代りに周知のエアークラツ
チが接続される。
第９図および第１０図に示すようにばね保持部
材１５の本体１６にカバー２３がねじ４３により
固定されている。
エアークラツチ４５はハブ４６のフランジ４７
に円筒状の保持金具４８を取り付けている。保持
金具４８の内周面にはゴム製タイヤ４９が取り付
けられており、タイヤ４９の内周面にはライニン
グ５０が固着されている。タイヤ４９には圧縮空
気源（図示しない）が接続されている。
第９図はタイヤ４９内は大気圧であり、クラツ
チ４５が切れた状態を示している。この状態で
は、タイヤ４９は収縮しており、ライニング５０
はばね保持部材１５の外周面から離れている。し
たがつて、駆動軸５３から被動軸５４にトルクは
伝達されない。第１０図はクラツチ４５がつなが
つた状態を示しており、このときタイヤ４９内は
圧縮空気により加圧（通常５Kg／cm2〜８Kg／cm2の
範囲）されている。この状態ではタイヤ４９の内
周面が内径方向に張り出し、ライニング５０がば
ね保持部材１５の外周面に押し付けられて一体と
なつて回転し、トルクは駆動軸５３からハブ４、
コイルばね２７、ばね保持部材１５およびクラツ
チ４５を介して被動軸５４に伝達される。
第１１図は第９図および第１０図に示した軸継
手がブレーキに接続された例を示している。
ブレーキ５７にはコイルばね５８の力で閉じ、
油圧シリンダ５９の出力により開くブレーキシユ
ー６０がばね保持部材１５の外周面に近接して配
置されている。油圧シリンダ５９の作動時には、
ブレーキシユー６０はばね保持部材１５の外周面
から引き離されており、ブレーキは働いていな
い。油圧シリンダ５９の作動を停止するとばね力
によりばね保持部材１５はブレーキシユー６０に
より締め付けられ、ブレーキが働く。
以上の如く、本発明は１個のハブに、弾性エレ
メントとしてのコイルばねを介して被動側に連結
するばね保持部材が製作時一体的に構成され、ハ
ブにより常に自動調心された状態で保持されてい
る。
従つて、通常の軸継手としても、又ばね保持部
材の外周より伝達するエヤクラツチ及びブレーキ
に使用されても、金属ばねを使用したこの種の軸
継手には、全く見られない性能を有している。
更に、高速回転に対しては、遊びのない軸継手
が要求されているが、本発明は単に、新品時に遊
びがないだけでなく、万一リーマーばね穴に多少
の摩耗が発生しても、コイルばねの弾性力によ
り、自動的に遊びをなくすることが出来る。今ま
でにこのような軸継手はなく、特に高速回転伝動
軸系及び内燃機関・コンプレツサー・クランクプ
レス等、クランクシヤフトを使用する機械の駆動
系において本発明の効果は極めて大きい。[Table] Rotational torque is transmitted from the drive shaft side hub 4 to the spring holding member 15, the bolt 31, and the driven shaft side hub 9 via the coil spring 27. During this time, the rotation is transmitted while the elastic force due to the elastic deformation of the coil spring 27 in the direction perpendicular to the spring axis and the rotational torque always maintain a balance. Therefore, it acts as a buffer against impact torque from either the load side or the drive side, and also smooths out torsional vibrations. In the embodiment shown in FIG. 2, the coil spring 27 is already compressed as a drive shaft side member at the time of assembly, but if there is no misalignment in the axial direction when fastened with bolts 31, the drive shaft side The thrust force by the coil spring 27 does not act on either the hub 4 or the driven shaft side hub 9 at all. When vibration accompanied by axial displacement occurs during rotation, a thrust elastic force proportional to the amount of displacement acts due to the compression and expansion of the coil spring 27, and this thrust force causes the axial vibration to
Decay early. Next, other embodiments will be described. In addition,
In the following drawings, elements that are substantially the same as those shown in the immediately preceding drawings are provided with the same reference numerals as in those drawings. As shown in FIGS. 7 and 8, the coil spring 2
A pin 37 is disposed between the spring holding member 15 and the cover 23, and both ends of the pin 37 are supported by the main body 16 of the spring holding member 15 and the cover 23. On the other hand, the drive shaft side hub 4
The flange 6 is provided with a pin hole 39 in which the pin 37 has a clearance with a radius difference corresponding to the maximum amount of deflection of the coil spring. The spring holding member 15 is fixed to the flange 11 of the driven shaft side hub 9 by a pin 41. The pin 37 prevents excessive load from being applied to the coil spring 27. That is, the relative rotation angle between the drive shaft side hub 4 and the driven shaft side hub 9 is such that the angle at which the outer periphery of the pin 37 contacts the pin hole 39 provided in the flange 6 of the drive shaft side hub 4 is as follows. This is the maximum allowable buffer rotation angle. Torque beyond that is transmitted from the drive shaft side hub 4 via the pin 37 to the spring holding member 15, the pin 41, and the driven side hub 9, and in this case, it becomes rigid with respect to the rotation direction. This effect is the same for both forward and reverse rotation directions. FIGS. 9 and 10 show still another embodiment of the invention. The drive shaft side hub 4 and the spring holding member 15 are the seventh
It is substantially the same as that of FIGS. However, a well-known air clutch is connected instead of the hub on the driven shaft side. As shown in FIGS. 9 and 10, a cover 23 is fixed to the main body 16 of the spring holding member 15 with screws 43. As shown in FIGS. The air clutch 45 is connected to the flange 47 of the hub 46.
A cylindrical holding fitting 48 is attached to the holder. A rubber tire 49 is attached to the inner peripheral surface of the holding fitting 48, and a lining 50 is fixed to the inner peripheral surface of the tire 49. A compressed air source (not shown) is connected to the tire 49. FIG. 9 shows a state in which the inside of the tire 49 is at atmospheric pressure and the clutch 45 is disengaged. In this state, the tire 49 is deflated and the lining 50
is spaced from the outer peripheral surface of the spring holding member 15. Therefore, no torque is transmitted from the drive shaft 53 to the driven shaft 54. FIG. 10 shows a state in which the clutch 45 is engaged, and at this time the inside of the tire 49 is pressurized with compressed air (usually in the range of 5 kg/cm 2 to 8 kg/cm 2 ). In this state, the inner circumferential surface of the tire 49 protrudes in the inner diameter direction, the lining 50 is pressed against the outer circumferential surface of the spring holding member 15 and rotates as one, and torque is transmitted from the drive shaft 53 to the hub 4,
It is transmitted to the driven shaft 54 via the coil spring 27, the spring holding member 15, and the clutch 45. FIG. 11 shows an example in which the shaft joint shown in FIGS. 9 and 10 is connected to a brake. The brake 57 is closed by the force of a coil spring 58,
A brake shoe 60 that is opened by the output of the hydraulic cylinder 59 is arranged close to the outer peripheral surface of the spring holding member 15 . When the hydraulic cylinder 59 operates,
The brake shoe 60 is separated from the outer peripheral surface of the spring holding member 15, and the brake is not working. When the operation of the hydraulic cylinder 59 is stopped, the spring holding member 15 is tightened by the brake shoe 60 due to the spring force, and the brake is activated. As described above, in the present invention, a spring holding member connected to a driven side via a coil spring as an elastic element is integrally formed with one hub during manufacture, and is always held in a self-aligned state by the hub. has been done. Therefore, whether it is used as a normal shaft joint or in air clutches and brakes that transmit power from the outer periphery of the spring holding member, it has performance that is completely unseen in this type of shaft joint that uses metal springs. There is. Furthermore, a shaft joint with no play is required for high-speed rotation, but the present invention not only has no play when new, but also has a shaft joint that is free of play even if some wear occurs in the reamer spring hole. The elastic force of the coil spring automatically eliminates play. Until now, such a shaft coupling has not existed, and the present invention is particularly effective in high-speed rotation transmission shaft systems and drive systems of machines that use crankshafts, such as internal combustion engines, compressors, and crank presses.
第１図はコイルばねを使用した従来の軸継手の
一例を示す部分断面図、第２図はこの発明の一例
を示すもので軸継手の断面側面図、第３図は第２
図に示す軸継手の部分断面正面図、第４図〜第６
図は上記軸継手の軸心調整の説明図、第７図は他
の実施例を示す断面図、第８図は第７図に示す軸
継手の部分断面正面図、第９図および第１０図は
この発明の更に他の例を示すもので、この発明の
軸継手にクラツチを組み合わせたものの断面図、
ならびに第１１図は第９図に示す軸継手にブレー
キを組み合わせたものの正面図である。
１，４，９……ハブ、２，７，１８，２５……
ばね穴、３，２７……コイルばね、５，１０……
ハブ円筒部、６，１１……フランジ、１５……ば
ね保持部材、１６……本体、２３……カバー、３
１……締付けボールト、３７……ピン。
Fig. 1 is a partial sectional view showing an example of a conventional shaft coupling using a coil spring, Fig. 2 is a sectional side view of the shaft coupling showing an example of the present invention, and Fig. 3 is a partial sectional view showing an example of a conventional shaft coupling using a coil spring.
Partial cross-sectional front views of the shaft coupling shown in Figures 4 to 6
7 is a sectional view showing another embodiment, FIG. 8 is a partially sectional front view of the shaft joint shown in FIG. 7, and FIGS. 9 and 10. shows still another example of the present invention, and is a cross-sectional view of a shaft joint of the present invention combined with a clutch;
FIG. 11 is a front view of the shaft coupling shown in FIG. 9 combined with a brake. 1, 4, 9...Hub, 2, 7, 18, 25...
Spring hole, 3, 27... Coil spring, 5, 10...
Hub cylindrical portion, 6, 11...flange, 15...spring holding member, 16...main body, 23...cover, 3
1...Tightening vault, 37...pin.
Claims (1)
るフランジを備えたハブ、一端にカバーが固着さ
れ、伝達トルクが加わる円筒状の本体を備え、内
部にハブのフランジを収容するばね保持部材およ
び前記ハブのフランジのばね穴を貫通し、端部が
ばね保持部材の本体およびカバーにそれぞれ設け
られたばね穴にはめ合つたコイルばねとからな
り、前記コイルばねが本体とカバーとの間で圧縮
された状態で前記各ばね穴に締りばめされている
軸継手。1. A hub with a flange having a spring hole on the cylindrical part to which the transmission shaft is connected, a cylindrical body to which a cover is fixed to one end, to which transmission torque is applied, and a spring holding member that accommodates the flange of the hub inside. and a coil spring that passes through a spring hole in the flange of the hub and whose ends fit into the spring holes provided in the main body and cover of the spring holding member, respectively, and the coil spring is compressed between the main body and the cover. The shaft coupling is tightly fitted into each of the spring holes in the closed state.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58017420A JPS59144822A (en) | 1983-02-07 | 1983-02-07 | Shaft coupling |
| DE8383108389T DE3379413D1 (en) | 1982-08-26 | 1983-08-25 | Shaft coupling |
| EP83108389A EP0102065B1 (en) | 1982-08-26 | 1983-08-25 | Shaft coupling |
| KR1019830003998A KR880000812B1 (en) | 1982-08-26 | 1983-08-26 | Shaft coupling |
| US06/766,683 US4639237A (en) | 1982-08-26 | 1985-08-19 | Shaft coupling with press fit coil springs forming resilient torque-transmitting elements |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58017420A JPS59144822A (en) | 1983-02-07 | 1983-02-07 | Shaft coupling |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59144822A JPS59144822A (en) | 1984-08-20 |
| JPS6228324B2 true JPS6228324B2 (en) | 1987-06-19 |
Family
ID=11943514
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58017420A Granted JPS59144822A (en) | 1982-08-26 | 1983-02-07 | Shaft coupling |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59144822A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02150626U (en) * | 1989-05-23 | 1990-12-27 |
-
1983
- 1983-02-07 JP JP58017420A patent/JPS59144822A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02150626U (en) * | 1989-05-23 | 1990-12-27 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59144822A (en) | 1984-08-20 |
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