KR101852280B1 - Rotation-sensor device for engine and marine engine provided therewith - Google Patents

Rotation-sensor device for engine and marine engine provided therewith Download PDF

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Publication number
KR101852280B1
KR101852280B1 KR1020167016419A KR20167016419A KR101852280B1 KR 101852280 B1 KR101852280 B1 KR 101852280B1 KR 1020167016419 A KR1020167016419 A KR 1020167016419A KR 20167016419 A KR20167016419 A KR 20167016419A KR 101852280 B1 KR101852280 B1 KR 101852280B1
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South Korea
Prior art keywords
crankshaft
rotation
sensor shaft
sensor
engine
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KR1020167016419A
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Korean (ko)
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KR20160088411A (en
Inventor
슈이치 요시카와
고지 에도
가즈히사 이토
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미츠비시 쥬고교 가부시키가이샤
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
    • G01P3/488—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals delivered by variable reluctance detectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G01D5/244—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing characteristics of pulses or pulse trains; generating pulses or pulse trains
    • G01D5/24428—Error prevention
    • G01D5/24433—Error prevention by mechanical means
    • G01D5/24442—Error prevention by mechanical means by mounting means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P1/00—Details of instruments
    • G01P1/04—Special adaptations of driving means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The rotation sensor device 51 includes a sensor shaft 15 having an axis different from the axis of the crankshaft 3 and a gear drive mechanism 21 for synchronously rotating the crankshaft 3 and the sensor shaft 15 in synchronism with each other A whole detection target 18 provided on the sensor shaft 15 and a rotation detecting unit 19 for detecting the movement of the entire inspection target 18. The sensor shaft 15 is a dedicated rotary shaft for rotating the entire inspection object 18. The gear drive mechanism 21 includes a drive gear 22 on the side of the crankshaft 3 and a driven gear 23 on the side of the sensor shaft 15, Can be absorbed. The axial center position of the sensor shaft 15 is located just below the axial center position of the crankshaft 3 and is set so that the engagement allowance between the drive gear 22 and the driven gear 23 becomes the maximum permissible value when the engine is stopped have.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a rotation sensor device for an engine and a marine engine having the same,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotation sensor device for an engine for detecting rotation information such as an absolute angle position or a rotation speed of a crankshaft and a marine engine having the same.

The reciprocating engine is provided with a rotation sensor device for detecting rotation information such as an absolute angle position or a rotation speed of the crankshaft. In a relatively small engine such as an automobile engine, a rotation detection target portion such as a projection or a notch is provided in a peripheral portion of a rotating member such as a flywheel or a pulley that rotates together with the crankshaft, and the movement of the rotation detection target portion is provided on the crankcase side Is detected by a rotation detecting section such as an optical sensor or a magnetic force sensor, and rotational information of the crankshaft is detected.

The large-sized marine engine has the same structure as that of the rotation sensor device 101 shown in Fig. 5 except that the large-diameter crankshaft 3, which is supported by the main bearing 2 of the crankcase 1, 5 are connected to the same shaft via a special flexible coupling 6 (flexural coupling) and the sensor shaft 5 is connected to a dedicated sensor bearing 7 provided on the end surface of the crankcase 1 The rotational state of the whole inspection object 8 provided at the tip end of the sensor shaft 5 while being supported by the shaft is detected by the rotation detecting section 9 fixed near the sensor bearing 7. [

2 of Patent Document 1, the rotation of the crankshaft 3 is transmitted to the rotary shaft 3 of the high-pressure pump 4 by the gears 2a and the gears 3, Pressure pump 4 and detects the rotation of the crankshaft 3 by detecting the rotation of the rotary shaft of the high-pressure pump 4 by means of the angle sensor 8.

Patent Document 1: Japanese Patent Application Laid-Open No. 2000-145529

In the crankshaft rotation detection structure described in Patent Document 1, a component such as the high-pressure pump 4 rotates at a higher speed than the crankshaft 3. Therefore, the number of teeth of the cog wheel 2a and the number of teeth of the cog wheel 3 must be designed to be greatly different. Therefore, the rotation data of the rotation shaft detected by the angle sensor 8 must be decelerated to be the rotation data of the crankshaft 3 for several minutes, and the detection accuracy may be lowered.

An object of the present invention is to provide a rotation sensor device for an engine capable of detecting rotation information of a crankshaft with a high accuracy by a simple and inexpensive construction, and an engine for a ship having the same.

The present invention employs the following means in order to solve the above problems.

A rotation sensor device for an engine according to a first aspect of the present invention includes a sensor shaft having an axis different from that of the crankshaft and driven by the crankshaft, a constant velocity rotation transmitting mechanism for rotating the crankshaft and the sensor shaft at the same speed, And a rotation detector for detecting the movement of the whole of the inspection target.

According to the rotation sensor device having the above configuration, the sensor shaft driven by the crankshaft of the engine and provided as a shaft different from the crankshaft is rotationally driven at the same speed as the crankshaft by the constant speed rotation transmitting mechanism. Then, the movement of the entire inspection target provided on the sensor shaft is detected by the rotation detecting unit.

Since the sensor shaft is another axis different from the crankshaft axis, for example, even if the crankshaft has a diameter significantly larger than that of the sensor shaft and the swing amount in the radial direction and the axial direction is larger than that of the sensor shaft, It is not necessary to connect them by a special and expensive flexible coupling. By omitting the flexible coupling in this way, the configuration of the rotation sensor device can be made simple and inexpensive.

In addition, since the sensor shaft is rotationally driven at the same speed as the crankshaft, the rotation information of the sensor shaft directly becomes the rotation information of the crankshaft. Therefore, the rotation information of the crankshaft can be detected with high accuracy.

In the above configuration, it is preferable that the constant-speed rotation transmission mechanism is capable of absorbing a change in the distance between the crankshaft and the sensor shaft.

If the constant-speed rotation transmission mechanism can absorb a change in the distance between the crankshaft and the sensor shaft, the flexible coupling provided on the sensor shaft can be omitted or simplified, and the configuration of the rotation sensor device can be made simple and inexpensive.

In the above configuration, the constant speed rotation transmitting mechanism may include a driving gear fixed to the crankshaft and a driven gear fixed to the sensor shaft and meshing with the driving gear and having a number of teeth equal to that of the driving gear.

When the rotation of the crankshaft is transmitted to the sensor shaft by the driving gear and the driven gear, the width of the meshing allowances between the driving gear and the driven gear (backlash in the direction of the axial distance) It is possible to absorb a change in the axial distance between the axes and contribute to the simplification or simplification of the flexible coupling.

In the above configuration, it is preferable that the axial center position of the sensor shaft is located below the axial center position of the crankshaft, and the engagement allowance between the drive gear and the driven gear is set to a maximum allowable value at the time of stopping the engine.

According to the above configuration, when the engine is stopped and the crankshaft comes to the lowermost portion of the bearing clearance by gravity, the meshing clearance between the gears becomes the maximum permissible value. Therefore, when the crankshaft position is raised by operation of the engine, the meshing clearance tends to decrease, thereby maximizing the meshing clearance. In other words, there is no fear that the backlash will become underexposed.

Therefore, it is possible to prevent the deterioration of the absorbability of changes in the distance between the crankshaft and the sensor shaft due to insufficient backlash during engine operation, and the failure such as damage to the gear, sensor shaft, sensor bearing, and abnormal wear.

In addition, in the above configuration, the constant velocity rotation transmitting mechanism may include a drive rotating member fixed to the crankshaft and having an engaging portion formed at an outer peripheral portion thereof, a driven rotating member fixed to the sensor shaft and having an engaging portion formed at an outer peripheral portion thereof, And a meshing recommending member which is wound around the member and engages with the engaging portion and rotates the drive rotating member and the driven rotating member at the same speed.

When the constant-speed rotation transmission mechanism is constructed as described above, a change in the distance between the crankshaft and the sensor shaft can be absorbed by the engagement recommending member. For example, it is recommended to loosely recommend the engagement member as a chain or a cogged belt, and to absorb the looseness with the tensioner. This makes it possible to absorb changes in the inter-shaft dimension using a common and simple mechanical element.

Further, the marine engine according to the present invention is characterized by including a rotation sensor device of any one of the above-described configurations.

According to this marine engine, rotation information of the crankshaft can be detected with good accuracy by a simple and inexpensive configuration suitable for a marine engine.

INDUSTRIAL APPLICABILITY As described above, according to the rotation sensor device for an engine according to the present invention and the marine engine provided with the same, the rotation information of the crankshaft can be detected with good accuracy by a simple and inexpensive construction.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a longitudinal sectional view of a vicinity of a front end of a crankshaft of a large-sized marine diesel engine according to a first embodiment of the present invention and a rotation sensor device. FIG.
FIG. 2 is a front view of the engine and rotation sensor device by the II arrow view of FIG. 1; FIG.
Fig. 3 is a front view of the constant speed rotation transmission mechanism according to the III-III system of Fig. 1, wherein (a) shows the size of the engagement margin when the engine is stopped, and Fig. 3 (b) shows the size of the engagement margin according to the engine operation.
4 is a front view of a constant velocity rotation transmitting mechanism showing a second embodiment of the present invention.
5 is a longitudinal sectional view of a rotation sensor device in the vicinity of the front end of a crankshaft of a large-sized marine diesel engine showing a conventional technique.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a rotation sensor device according to the present invention will be described with reference to the drawings.

(First Embodiment)

1 is a longitudinal sectional view of a vicinity of a front end of a crankshaft of a large-sized marine diesel engine according to the first embodiment of the present invention and a rotation sensor device 51, and Fig. 2 is a cross- 51).

The rotation sensor device 51 is provided on the front surface of the crankcase 1 according to the large diesel engine and detects rotation information (absolute angle position, rotation speed, etc.) of the crankshaft 3 of the large diesel engine .

The crankshaft 3 is pivotally supported by a main bearing 2 provided in the crankcase 1. The front end surface 3a of the crankshaft 1 protrudes from the front surface of the crankcase 1 and an annular thrust The stopper 4 is fixed to the front face of the crankcase 1. [ The thrust stopper 4 is a regulating member that restricts the axial movement of the crankshaft 3 to a predetermined range (several degrees).

A cylindrical gear housing 11 is fixed to the thrust stopper 4 and a sensor gear chamber 12 is provided in the gear housing 11. A normal sensor bearing 13 is installed on the front surface 11a of the gear housing 11 so that the sensor shaft 15 is pivotally supported by the sensor bearing 13. The sensor shaft 15 has an axis different from that of the crankshaft 3 and is a rotation shaft supported in parallel to the crankshaft 3 by a rotation shaft and is connected to the crankshaft 3 via a gear drive mechanism 21 As shown in Fig.

It is preferable that the shaft support position of the sensor shaft 15 is lower than the axial center position of the crankshaft 3 and that the sensor shaft 15 is positioned under the vertical axis of the crankshaft 3 as shown in Figs. It is ideal to deploy. However, it may be located somewhat below the crankshaft 3 in the vertical direction.

A rotor 18 is provided on the distal end of the sensor shaft 15 and a rotation detecting portion 19 is provided on the gear housing 11 side so as to surround the entire periphery of the rotor 18, Is fixed. Then, the movement of the entire inspection object 18 rotating together with the sensor shaft 15 is detected by the rotation detecting section 19. [ Thus, the sensor shaft 15 serves as a dedicated rotary shaft for rotating the entire inspection object 18.

A gear drive mechanism 21 is housed in the sensor gear chamber 12 as a constant speed rotation transmitting mechanism that rotates the crankshaft 3 and the sensor shaft 15 at the same speed and in synchronism with each other. The gear drive mechanism 21 is provided with a drive gear 22 fixed to the crankshaft 3 and a driven gear 23 fixed to the sensor shaft 15. The driving gear 22 and the driven gear 23 have the same number of teeth and are engaged with each other. The crankshaft 3 and the sensor shaft 15 are rotated together with the gear drive mechanism 21 at the same speed and in synchronism with each other.

Since the diameter of the crankshaft 3 is large, the crankshaft 3 swings in the radial direction of the main bearing 2 by several millimeters. And moves in the axial direction by several millimeters within a range allowed by the thrust stopper 4. [ The distance between the crankshaft 3 and the sensor shaft 15 varies due to the radial shaking of the crankshaft 3 and the gear drive mechanism 21 is capable of absorbing the variation of the interaxial distance. This is because the sensor bearing 13 for supporting the sensor shaft 15 is fixed to the crankcase 1 via the gear housing 11 and is hardly affected by the movement of the crankshaft 3 in the radial direction Because.

That is, when the crankshaft 3 is displaced in the radial direction, the meshing clearance between the driving gear 22 and the driven gear 23 changes, but the gears 22 and 23 are skipped between the gears 22 and 23 There is no work. Therefore, the rotation of the crankshaft 3 is constantly transmitted to the sensor shaft 15 at all times. And the oscillation of the crankshaft 3 in the axial direction is absorbed by sliding the drive gear 22 in the axial direction with respect to the driven gear 23. [

Fig. 3 is a front view of the gear driving mechanism 21 according to the example of Fig. 1, and Fig. 3 (a) is a front view of the drive gear 22 and the driven gear 23, (H1) and (H2), respectively.

Here, the relationship between the meshing clearance H1 at the time of engine stop (a) and the meshing clearance H2 at the time of engine operation (b) is H1 > The axis center position is set.

The engagement clearance H1 at the time of stopping the engine is set to the maximum allowable value and the engagement clearance H2 at the time of engine operation is set to the minimum allowable value.

When the engine is stopped, the crankshaft 3 comes into contact with the lowest portion of the main bearing 2 by its own weight. On the other hand, at the time of engine operation, the crankshaft 3 floats at the lowest portion of the main bearing 2 due to the axial behavior in which lubricating oil is drawn in, or is determined by the axial load characteristic and the rotational direction. Therefore, at the time of engine stop and engine operation, the distance between the crankshaft 3 and the sensor shaft 15 changes by? H. The meshing clearance H2 between the driving gear 22 and the driven gear 23 is prevented from falling below the minimum allowable value even if the crankshaft 3 is positioned high.

The rotation sensor device 51 is configured as described above. In the above embodiment, the sensor shaft 15 is driven by the crankshaft 3 but is not limited to the crankshaft 3, and may be a rotation shaft that rotates in proportion to the rotation speed of the engine. For example, The sensor shaft 15 may be driven to rotate.

When the crankshaft 3 rotates, its rotation is transmitted to the sensor shaft 15 via the engagement of the drive gear 22 and the driven gear 23, and the sensor shaft 15 rotates with the crankshaft 3 at a constant speed . The entire inspection object 18 is rotated together with the sensor shaft 15 and the rotation of the object to be detected 18 is detected as the rotation information (absolute angle position, rotation speed, etc.) of the crankshaft 3, ).

The sensor shaft 15 of the rotation sensor device 51 is another axis whose axis is different from that of the crankshaft 3. Therefore, even in the case of a rotary shaft having a large swing amount in the radial direction and the axial direction with a large diameter as the crankshaft 3, the space between the crankshaft 3 and the sensor shaft 15 can be reduced by a complicated, . By omitting the flexible coupling in this manner, it is possible to make the configuration of the rotation sensor device 51 simple and inexpensive.

In addition, since the sensor shaft 15 is rotationally driven at the same speed as the crankshaft 3, the rotation information of the sensor shaft 15 becomes the rotation information of the crankshaft 3 as it is. Therefore, the rotation information of the crankshaft 3 can be detected with high accuracy.

The transmission of the rotation of the crankshaft 3 to the sensor shaft 15 is fixed to the drive shaft 22 fixed to the crankshaft 3 and the sensor shaft 15 so as to be engaged with the drive gear 22, (21) having a driven gear (23) having the same number of teeth as the driven gear (22).

When the rotation of the crankshaft 3 is transmitted to the sensor shaft 15 by the drive gear 22 and the driven gear 23 as described above, the engagement clearances H1 and H2 between the drive gear 22 and the driven gear 23 H2 of the crankshaft 3 and the sensor shaft 15 due to wobbling of the crankshaft 3 can be absorbed by using the backlash of the crankshaft 3 Thereby contributing to the elimination or simplification of the flexible coupling.

The rotation sensor device 51 is configured such that the axis position of the sensor shaft 15 is lower than the axial center position of the crankshaft 3 and the crankshaft 3 has come to the lowermost portion of the bearing gap by gravity The engagement clearance H1 between the gears 22 and 23 becomes the maximum permissible value.

Therefore, when the engine is operated and the crankshaft 3 is elevated in position, the engagement clearance H1 tends to decrease to H2, whereby the engagement margin becomes excessive. In other words, there is no fear that the backlash will become underexposed. The decrease in the absorbability of the variation? H of the distance between the axes of the crankshaft 3 and the sensor shaft 15 due to the lack of backlash during engine operation and the decrease in the absorbency of the gears 22, 23, the sensor shaft 15, Defects such as breakage and abnormal wear of the bearing 13 and the like can be prevented.

(Second Embodiment)

4 is a front view of a constant velocity rotation transmitting mechanism showing a second embodiment of the present invention.

In the first embodiment shown in Figs. 1 to 3, the gear drive mechanism 21 is used as the constant-speed rotation transmitting mechanism that rotates the crankshaft 3 and the sensor shaft 15 synchronously at the same speed and in synchronism with each other. However, In the embodiment, a wrapping driving mechanism 25 using a chain is provided as a constant speed rotation transmitting mechanism.

The lapping drive mechanism 25 includes a driving sprocket 26 (drive rotating member), a driven sprocket 27 (driven rotating member), a chain 28 (engaged lapping member) And a tension sprocket 29 which absorbs the tension sprocket 29.

The driving sprocket 26 is fixed to the crankshaft 3 so that the teeth 26a are formed on the outer periphery thereof and the driven sprocket 27 is fixed to the sensor shaft 15 so that the teeth 27a Is formed. The number of teeth 26a of the drive sprocket 26 and the number of teeth 27a of the driven sprocket 27 are the same.

The chain 28 is recommended around the drive sprocket 26 and the driven sprocket 27 and meshed with the respective teeth 26a and 27a so that the drive sprocket 26 and the driven sprocket 27 are rotated at the same speed Interlocking motion. In addition, the tension sprocket 29 is installed on the chain line on the side where the chain 28 is loosened. The crankshaft 3 and the sensor shaft 15 are rotated together by the lapping drive mechanism 25 at the same speed and in synchronism with each other.

When the constant speed rotation transmitting mechanism is used as the lapping drive mechanism 25 using the sprockets 26 and 27 and the chain 28 as described above, a change in the distance between the axes of the crankshaft 3 and the sensor shaft 15 is detected by the chain 28 (Tension sprocket 29). This makes it possible to absorb changes in the inter-shaft dimension between the crankshaft 3 and the sensor shaft 15 by using a common and simple mechanical element.

In addition, the degree of freedom of the shaft support position of the sensor shaft 15 can be made higher than in the case of the first embodiment. In other words, in the gear drive mechanism 21 of the first embodiment, the rotation of the crankshaft 3 is transmitted to the sensor shaft 15 by the gears 22 and 23, and the gears 22 and 23 The sensor shaft 15 can not necessarily be axially supported in the vicinity of the crankshaft 3 because the outer diameter of the sensor shaft 15 can not be made too large.

On the other hand, in the lapping drive mechanism 25 of the second embodiment, by extending the length of the chain 28, the shaft supporting position of the sensor shaft 15 can be dropped from the crankshaft 3. [ Also, as in the first embodiment, it is not necessary that the axial center position of the sensor shaft 15 is located below the axial center position of the crankshaft 3, and the degree of freedom of the shaft support position of the sensor shaft 15 can be increased .

The sprockets 26 and 27 of the lapping drive mechanism 25 are replaced by cog pulleys and the chain 28 is replaced by a cog belt (toothed belt) And additionally, since no gasoline is required, the maintenance property can be improved as compared with the gear type or body recognition.

As described above, according to the rotation sensor device 51 of the present embodiment, the flexible coupling provided between the conventional crankshaft 3 and the sensor shaft 15 can be omitted or simplified, and at the same time, 3 can be accurately obtained.

Further, in the marine engine provided with the rotation sensor device 51, the rotational information of the crankshaft can be detected with good accuracy and the reliability of the engine can be enhanced by the simple and inexpensive configuration suitable for the marine engine.

Further, the present invention is not limited to the configuration of the above-described embodiment, and it is possible to appropriately change or modify the application or change the application field within the scope of not departing from the gist of the present invention. Are also included in the scope of the present invention.

For example, in the above embodiment, the rotary sensor device according to the present invention is applied to a large-scale marine diesel engine. However, the present invention is not limited to marine use, and can be applied to, for example, a large engine for land-based power generation. Further, the relative positional relationship between the crankshaft 3 and the sensor shaft 15 is not limited to the above embodiment.

1 Crankcase
Two-week bearing
3 Crankshaft
4 thrust stopper
11 Gear housing
12 sensor gear room
13 Sensor Bearing
15 sensor shaft
18 All of the board
19 rotation detector
21 Gear drive mechanism (constant speed rotation transmission mechanism)
22 drive gear
23 driven gear
25 Lapping drive mechanism (constant speed rotation transmitting mechanism)
26 Drive sprocket (drive rotating member)
26a teeth (engaging portion)
27 driven sprocket (driven rotating member)
27a teeth (engaging portion)
28 Chain (recommended engagement member)
29 tension sprocket
H1, H2 Gearing clearance between drive gear and driven gear
ΔH Change in the distance between the crankshaft and the sensor shaft

Claims (6)

A sensor shaft having a different axis from the crankshaft and driven by the crankshaft,
A constant velocity rotation transmitting mechanism for rotating the crankshaft and the sensor shaft at a constant speed,
A whole of the inspection target provided on the sensor shaft,
And a rotation detecting section for detecting a movement of the whole of the test subject,
Wherein the constant speed rotation transmitting mechanism includes a driving gear fixed to the crankshaft and a driven gear fixed to the sensor shaft and meshing with the driving gear and having a number of teeth equal to the number of teeth of the driving gear, It is possible to absorb a change in the inter-axis distance,
Wherein an axial center position of the sensor shaft is lower than an axial center position of the crankshaft and is set such that a meshing clearance between the drive gear and the driven gear is a maximum permissible value when the engine is stopped. An engine for a marine vessel, comprising the rotation sensor device of the engine according to claim 1. delete delete delete delete
KR1020167016419A 2014-02-28 2015-02-24 Rotation-sensor device for engine and marine engine provided therewith KR101852280B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2014039905A JP6336296B2 (en) 2014-02-28 2014-02-28 Engine rotation sensor device, marine engine equipped with the same
JPJP-P-2014-039905 2014-02-28
PCT/JP2015/055284 WO2015129708A1 (en) 2014-02-28 2015-02-24 Rotation-sensor device for engine and marine engine provided therewith

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Publication Number Publication Date
KR20160088411A KR20160088411A (en) 2016-07-25
KR101852280B1 true KR101852280B1 (en) 2018-04-25

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KR (1) KR101852280B1 (en)
CN (1) CN106030248B (en)
WO (1) WO2015129708A1 (en)

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JP2009288123A (en) 2008-05-30 2009-12-10 Ntn Corp Bearing with rotation detecting apparatus
JP2013084059A (en) * 2011-10-06 2013-05-09 Denso Corp Electronic control device
JP2013164316A (en) * 2012-02-10 2013-08-22 Iai:Kk Multi-rotation absolute rotary encoder

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CN106030248A (en) 2016-10-12
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CN106030248B (en) 2017-12-12
JP2015165189A (en) 2015-09-17
JP6336296B2 (en) 2018-06-06

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