KR20070086699A - Coupling and gear transmission device having the same - Google Patents

Abstract

A coupling connecting an input side rotating shaft to an output side rotating shaft and transmitting the rotational force of the input side rotating shaft to the output side rotating shaft and a gear transmission device having the coupling. In the coupling, a diaphragm formed of a flexible material is interposed between the input side rotating shaft and the output side rotating shaft so as to be deformed in the axial directions of these shafts, and the input side rotating shaft is connected to the output side rotating shaft through the diaphragm so as to be axially moved relative to each other. Thus, the durability of the coupling and the reliability of power transmission of the coupling can be increased.

Description

Coupling and Gear Transmission With It {COUPLING AND GEAR TRANSMISSION DEVICE HAVING THE SAME}

Industrial Applicability The present invention is applied to a gear transmission of a ship speed reducer using a steam turbine as a main engine, and has a coupling for connecting an input side rotating shaft and an output side rotating shaft, and transmitting the rotational force of the input side rotating shaft to the output side rotating shaft, and the coupling. It relates to a gear transmission.

A marine gear reducer whose main engine is a steam turbine decelerates to a large reduction ratio from a high speed steam turbine to an ultra low speed rotation of 100 RPM or less. Therefore, a helical gear is used to smooth the meshing. have.

In the case of using the helical gear, the thrust force in the axial direction of the gear acts together with the torque transmission force Ft in the circumferential direction of the gear. This thrust force Fa is assumed to be helical angle β,

Fa = Fttanβ.

Since the thrust force Fa is large in a large-capacity gear, such as a ship speed reducer whose main engine is a steam turbine, various means have been taken conventionally, and generally two helical angles β are reversed. The double helical gear (double helical gear) which combines these is used.

Fig. 10 is an explanatory view of the principle of the axial guard mechanism in the gear transmission using such a double helical gear.

Fig. 10 (A) shows a case where two gears 100 and gears 101 engaged with each other are not provided in the axial direction because they do not have an axial aligning mechanism, and Fig. 10B shows axial aligning. The case where a mechanism is provided and is careful in an axial direction is shown.

In the case where the axial aligning mechanism shown in Fig. 10A is not provided, the contact of the gear 100 and the left row of gears 101 engaged with each other is stronger than that of the right row. Due to engagement reaction forces (orthogonal to them) (F ₁ or F ₂ ), torque transmission forces (components in the circumferential direction of engagement reaction forces (F)) (F _T1 or F _T2 ), thrust forces [axis of engagement reaction forces (F) Direction component] (F _A1 or F _A2 ), the teeth in the left column are larger than the teeth in the right column.

As a result, the thrust force (axial force) F _A = F _A1 -F _A2 directed to the left side of FIG. 10 acts on the gear 100. On the other hand, the thrust force (axial force) F _A of reverse direction acts on the gear 101 in the same magnitude | size.

If the gear 100 or the gear 101 is provided with the axial aligning mechanism which made the gear 100 or the gear 101 moveable to the axial direction from such an action state, the gear 100 and the gear 101 will be like FIG. 10 (B). The thrust forces F _{A on} both sides (left and right) are careful to be in a balanced position (F _A1 = F _A2 ).

Fig. 6 is an external perspective view of a two-stage speed reducer for ships whose main engine is a steam turbine having an axial aligning mechanism as described above;

In Fig. 6, reference numeral 1 denotes a high pressure side input shaft from a high pressure turbine (not shown) of a steam turbine, and 2 denotes a low pressure side input shaft from a low pressure turbine (not shown). The two-stage reducer includes a first stage engaging portion A on the bow side and a second stage engaging portion B on the stern side, respectively.

Although the following description is given about the low pressure side, the high pressure side is also the same structure.

The first stage engagement portion (A) comprises a first pinion (3) connected to the low pressure side input shaft (2), and upper and lower first wheels (4, 4) engaged with it. The first wheels 4, 4 drive the second pinions 5, 5 of the second stage engagement portion B corresponding to the first wheels 4, 4, respectively.

The second pinions 5, 5 of the second stage engagement portion B engage with the second wheel 6. The rotational force of the second wheel 6 is transmitted to the output shaft (propeller shaft) 7 by the rotational force reduced by two steps in the first stage engagement portion A and the second stage engagement portion B. FIG. The output shaft (propeller shaft) 7 is driven.

7 to 8 show an axial aligning mechanism in the two-stage speed reducer for ships, FIG. 7 is a sectional view along the axis of the gear, and FIG. 8 is an enlarged perspective view of the Y portion in FIG. .

7 to 8, reference numeral 4 denotes the first wheel, 5 denotes the second pinion, and the first wheel and the second pinion correspond to the hollow gear shaft 06 and the gear shaft 05, respectively. It is fixed. Reference numeral 8 denotes a quill shaft inserted into the hollow portion of the gear shaft 05 and the gear shaft 06, and the end of the stern side is rigid coupled to the gear shaft 05. Connected by

The quill shaft 8 transmits torque and at the same time constitutes a small bending rigidity and a torsional rigidity so that the alignment error between the first wheel 4 and the second pinion 5 and the upper and lower gears It is trying to achieve the equalization of torque sharing.

Reference numeral 10 denotes a gear coupling, which connects the bow end of the quill shaft 8 with the gear shaft 06 on the first wheel 4 side. As shown in Fig. 9, the gear coupling 10 includes a claw (convex gear) 11 fixed by shrinkage fitting to the bow end of the quill shaft 8, The sleeve (concave gear) 12 fixed to the gear shaft 06 by the side of the said 1st wheel 4 by the bolt 14 through the flange 13 is comprised.

Thus, the rotational force of the first wheel 4 is transmitted from the gear coupling 10 to the quill shaft 8 and from the quill shaft 8 via the rigid coupling 9 to the second pinion 5. Will be delivered). Reference numeral 16 is a fixing nut of the claw 11.

In such a two-stage speed reducer for ships, the gear coupling 10 in which the claw (convex gear) 11 and the sleeve (concave gear) 12 which are relatively movable in the axial direction is combined with the first wheel 4. Axial caution that allows the first wheel 4 side and the second pinion 5 side to move in the axial direction by providing the quill shaft 8 between the second pinion 5 through the quill shaft 8. It constitutes a mechanism.

Further, Japanese Patent Application Laid-Open No. 2004-138608 discloses a gear transmission of a large reduction gear for a marine gear reducer which requires the axial caution as described above. Rotation of a gear by judging whether the rotation state of a gear including this contact of a gear is determined by the inclination amount of the gear stage computed based on the detected value of the radial movement amount of the gear shaft by the two movement amount detection means provided. A technique for monitoring the condition has been proposed.

In the gear transmission of the ship reducer as shown in Figs. 7 to 9, a gear coupling 10 in which a claw (convex gear) 11 and a sleeve (concave gear) 12 that are relatively movable in the axial direction are combined. ) Is provided between the first wheel 4 and the second pinion 5 via the quill shaft 8 to thereby secure the first wheel 4 side and the second pinion 5 side. Although the axial direction guard mechanism which made it possible to move to the direction is comprised, such an axial direction guard mechanism by the gear coupling 10 has the following problems.

That is, when the capacity of the reducer becomes large and the engagement surface pressure between the claw 11 and the sleeve 12 of the gear coupling 10 becomes excessive, or the shape or surface finish of the claw 11 and the sleeve 12 is inappropriate. The axial frictional force is excessive due to the wear and tear of the back surface of the gear coupling 10 over time, and the spline coupling portion between the claw 11 and the sleeve 12 of the gear coupling 10 There is a possibility that movement in the axial direction, that is, movement in the axial direction between the first wheel 4 and the second pinion 5 may not be performed smoothly.

For this reason, in this conventional technique, the first engagement portion A of the first pinion 3 and the first wheel 4 and the second pinion 5 and the second wheel 6 The axial alignment action in the second engagement portion B is not smoothly performed, and an unevenness occurs in the load sharing of the gears in the first engagement portion A and the second engagement portion B, There is a risk of causing a one-sided contact on the back surface or damage to the gear.

In addition, the technique of Unexamined-Japanese-Patent No. 2004-138608 does not solve this problem.

SUMMARY OF THE INVENTION In view of the problems of the prior art, the present invention relates to a axial movement between two axes connected to the coupling in a coupling such as a gear shaft coupling interposed between two gear shafts. It is an object of the present invention to provide a coupling and a gear transmission including the coupling, which can be performed smoothly while exhibiting the durability, and improve the durability and reliability of power transmission.

The present invention achieves this object, and in a coupling for connecting an input side rotating shaft and an output side rotating shaft and transmitting the rotational force of the input side rotating shaft to the output side rotating shaft, between the input side rotating shaft and the output side rotating shaft as a flexible material. The diaphragm formed is interposed so as to be deformable in the axial direction of each of the axes, and the input side rotation shaft and the output side rotation shaft are connected to each other in the axial direction so as to be movable relative to each other through the diaphragm.

In this invention, Preferably, the said diaphragm is comprised by the plate-shaped body extended in the radial direction of each said axis | shaft, and the inner periphery of the said diaphragm which consists of said plate-shaped body is fixed to either the outer periphery of the said input side rotating shaft or the output side rotating shaft, The outer circumference of the diaphragm is fixed to the inner circumference of the input side rotation shaft or the other side of the output side rotation shaft.

In addition, the invention of the gear transmission including the coupling, the first gear train connected to the first gear shaft and the second gear train connected to the second gear shaft in parallel in the axial direction of the gear shaft, In the gear transmission which consists of a coupling which enables adjustment of the axial position between the said 1st gear train and the 2nd gear train between a 1st gear shaft and a 2nd gear shaft, The said coupling is a gear transmission. While fixing the inner circumference of the plate-shaped diaphragm made of a flexible material to the first gear shaft, the outer circumference of the diaphragm is fixed to the inner circumference of the second gear shaft, and the first gear shaft and the second gear shaft are shafted through the diaphragm. It is characterized by being connected so that the direction relative movement.

According to this invention, a diaphragm made of a flexible material is preferably composed of a plate-shaped body extending in the radial direction of the shaft, and the inner circumference or the outer circumference is fixed to one or the other of the input side rotation shaft or the output side rotation shaft, respectively, and through the diaphragm Since the input side rotation shaft and the output side rotation shaft are connected to each other in the axial direction, the input side rotation shaft and the output side rotation shaft can be freely moved in the axial direction by the deformability of the diaphragm, so that the axial direction between the input side rotation shaft and the output side rotation shaft can be easily moved. I can do it.

Therefore, according to this invention, the problem that the axial frictional force becomes excessive due to the aging and wear of the back surface of the coupling, such as the conventional gear coupling, and the axial movement in the spline coupling portion is not smoothly performed. Generation can be avoided, and the coupling is improved, while the durability is improved as compared with the gear coupling, and the stability and the reliability of the power transmission are obtained.

In addition, according to this invention, since the lubrication of the back surface of the coupling like the conventional gear coupling becomes unnecessary at all, lubrication piping is unnecessary, so that the lubrication equipment is simple and low cost, and the consumption of lubricating oil can be reduced.

Therefore, when the coupling configured as described above is applied to a gear transmission, the diaphragm coupling is provided between the first gear shaft having the first gear train and the second gear shaft having the second gear train. By interposed between the first gear shaft and the second gear shaft, the first gear shaft and the second gear shaft can be freely moved in the axial direction by the deforming capacity of the diaphragm, and the axial direction of the gear shaft can be easily performed.

This makes it possible to equalize the load sharing of the gears which are provided on the respective gear shafts and interlock with each other, thereby preventing the one-sided contact on the back surface caused by the uneven load sharing and the occurrence of damage to the gears. It is possible to improve the durability and reliability of power transmission while improving durability.

Moreover, this invention forms the said diaphragm into the plate-shaped body extended in the radial direction of each said axis | shaft, and installs two in parallel in the axial direction of each said axis | shaft, connects the inner peripheral parts of both diaphragms, and one outer peripheral part of the said two diaphragms By connecting the two outer diaphragms to the output side rotation shaft while being connected to the input side rotation shaft, the two diaphragms are arranged in series in the rotational force transmission system between the input side rotation shaft and the output side rotation shaft, and the rotational force of the input side rotation shaft It is characterized in that it is configured to transmit to the output side rotating shaft through the diaphragm.

In this invention, it is preferable to provide a stopper device for regulating the amount of movement in the axial direction of each of the axes of the diaphragm between the input side rotation shaft and the output side rotation shaft.

In addition, the invention of the gear transmission having the coupling, the first gear train connected to the first gear shaft and the second gear train connected to the second gear shaft in parallel in the axial direction of the gear shaft, the first gear shaft A gear transmission formed by interposing a coupling that enables adjustment of an axial position between the first gear train and the second gear train between the first gear train and the second gear shaft. A diaphragm made of two flexible materials of a first diaphragm and a second diaphragm on the output side, the input side connecting portion of the first diaphragm being connected to the first gear shaft, and the output side connecting portion of the second diaphragm being connected to the second gear. Connecting the shaft to the first diaphragm and the second diaphragm in series to the rotational force transmission system between the first gear shaft and the second gear shaft. To be the first gear axis rotational force of the first diaphragm and the second diaphragm characterized by configured to forward to the second gear axis in this order.

According to this invention, a diaphragm made of a flexible material is composed of a plate-shaped body extending in the radial direction of an axis, and two parallel diaphragms are connected to each other to connect inner circumferential surfaces of both diaphragms, and one outer circumferential portion of the two diaphragms is connected to an input side rotating shaft. The two diaphragms were arranged in series in the rotational force transmission system between the input side rotation shaft and the output side rotation shaft by connecting the outer peripheral portion of the other side to the output side rotation shaft. Therefore, the two diaphragms were arranged in series between the input side rotation shaft and the output side rotation shaft. By the deformability of the two diaphragms, the relative axial movement amount between the input side rotation shaft and the output side rotation shaft can be largely taken.

Thereby, when the coupling provided with the two diaphragms comprised as mentioned above is applied to a gear transmission, the adjustment width | variety of the axial direction of a gear axis | shaft can be expanded.

In addition, an excessive relative movement of the two axes can be avoided by the stopper device provided between the input side rotation shaft and the output side rotation shaft.

According to the present invention, the input rotational shaft and the output rotational shaft can be freely moved in the axial direction by the deformability of the diaphragm made of a flexible material, so that the axial direction between the input rotational shaft and the output rotational shaft, that is, the gear in the gear transmission The axial direction of an axis | shaft can be performed easily.

Therefore, according to the present invention, the occurrence of the problem that the axial frictional force, such as a conventional gear coupling, becomes excessively high and the axial movement in the spline coupling portion is not smoothly performed can be avoided, and the gear coupling A coupling is obtained that improves the durability and reliability of power transmission while improving durability compared to the ring.

Therefore, in the gear transmission provided with such a coupling, it is possible to equalize the load sharing of the gears engaged with each other, and to prevent the one-sided contact on the back surface caused by the uneven load sharing and the damage of the gear. The durability of the gear transmission can be improved, and the stability and reliability of power transmission can be improved.

In addition, since the lubrication of the coupling is no longer necessary, lubrication piping is unnecessary, so that the lubrication equipment is simple and low cost, and the consumption of lubricating oil can be reduced.

Further, according to the present invention, the amount of axial relative movement between the input side rotating shaft and the output side rotating shaft can be greatly increased by the deformation capability of two diaphragms provided in series between the input rotating shaft and the output rotating shaft.

Thereby, when the coupling provided with the two diaphragms comprised as mentioned above is applied to a gear transmission, the adjustment width | variety of the axial direction of a gear axis | shaft can be expanded.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a cross sectional view along an axis line of a diaphragm coupling in a gear transmission of a marine gear reducer according to a first embodiment of the present invention.

Fig. 2 is a diagram corresponding to Fig. 1 showing a second embodiment of the present invention.

3 is a diagram corresponding to FIG. 1 showing a third embodiment of the present invention.

Fig. 4 is an enlarged view of the portion Z in Fig. 3 in the third embodiment.

Fig. 5 is a perspective cross-sectional view of the gear shaft in the first to third embodiments.

6 is an external perspective view of a gear transmission of a ship speed reducer to which the present invention is applied.

Fig. 7 is a diagram corresponding to Fig. 5 showing the prior art.

Fig. 8 is an enlarged perspective view of the Y portion in Fig. 7.

9 is a cross-sectional view along an axis of the gear coupling in the prior art.

10A and 10B are schematic diagrams illustrating the principle of the axial aligning mechanism in the gear transmission.

EMBODIMENT OF THE INVENTION Hereinafter, this invention is demonstrated in detail using the Example shown in drawing. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this embodiment are not intended to limit the scope of the present invention only to those examples unless otherwise specified. .

6 is an external perspective view of a gear transmission of a ship speed reducer to which the present invention is applied.

In Fig. 6, reference numeral 1 denotes a high pressure side input shaft connected to a high pressure turbine (not shown) of the steam turbine, and 2 denotes a low pressure side input shaft connected to a low pressure turbine (not shown). The two-stage reducer includes a first stage engagement portion A on the bow side and a second stage engagement portion B on the stern side, respectively.

Although the following description is given about the low pressure side, the high pressure side is also the same structure.

The first stage engagement portion (A) comprises a first pinion (3) connected to the low pressure side input shaft (2), and upper and lower first wheels (4, 4) engaged with it. The first wheels 4 and 4 drive the second pinions 5 and 5 of the second stage engagement portions B corresponding thereto, respectively, via a quill shaft 8 (see FIG. 5), which will be described later. .

The second pinions 5, 5 of the second stage engagement portion B engage with the second wheel 6. The rotational force of the second wheel 6 is transmitted to the output shaft (propeller shaft) 7, and the output shaft is reduced by two-stage reduction in the first stage engagement portion A and the second stage engagement portion B. The propeller shaft 7 is driven.

The present invention relates to a coupling having an axial alignment mechanism applied to a gear transmission as described above.

5 is a perspective cross-sectional view of a gear shaft provided with an axial aligning mechanism according to the embodiment of the present invention.

In Fig. 5, reference numeral 4 denotes the first wheel, 4a denotes a hollow wheel gear shaft on which the first wheel 4 is fixed, 5 denotes the second pinion, and 5a denotes the second pinion on the outer circumference. (5) is a fixed pinion gear shaft.

Reference numeral 8 is a quill shaft inserted into the hollow portion of the wheel gear shaft 4a and the pinion gear shaft 5a, and the end of the stern side is rigidly coupled to the pinion gear shaft 5a by the rigid coupling 9. It is connected.

The quill shaft 8 transmits torque and at the same time constitutes a small bending rigidity and a torsional rigidity, so that the alignment error between the first wheel 4 and the second pinion 5 and the torque of the upper and lower gears are reduced. The sharing is to be equalized.

Reference numeral 20 denotes a diaphragm coupling according to the present invention and connects the bow end of the quill shaft 8 and the wheel gear shaft 4a on the first wheel 4 side.

Accordingly, the rotational force of the first wheel 4 is transmitted from the wheel gear shaft 4a to the quill shaft 8 via the diaphragm coupling 20 and from the quill shaft 8 to the rigid coupling 9. ) Is transmitted to the pinion gear shaft 5a and the second pinion 5.

<First Embodiment>

1 is a cross-sectional view along an axis line of a diaphragm coupling 20 in a gear transmission of a ship speed reducer according to a first embodiment of the present invention.

In Fig. 1, reference numeral 13 denotes a flange connected to the front end of the wheel gear shaft 4a, and 22 is a connecting member fixed to the front end of the quill shaft 8. Reference numeral 26 denotes a nut for preventing release of the connecting member 22.

Reference numeral 21 is a diaphragm made of a flexible material such as rubber or stainless steel sheet. The diaphragm 21 is composed of a plate-like body extending in the radial direction of the shaft, the outer peripheral portion of the diaphragm 21 is fixed to the flange 13 by the bolt 25 via the spacer 24, the inner peripheral portion Is fixed to the connecting member 22 by bolts 23.

In this first embodiment, the rotational force of the first wheel 4 is transmitted from the wheel gear shaft 4a to the flange 13 of the diaphragm coupling 20 and from the flange 13 a spacer ( It is delivered to the diaphragm 21 via 24. The rotational force is also transmitted to the quill shaft 8 via the diaphragm 21 and the connecting member 22. The rotational force of the quill shaft 8 is transmitted from the quill shaft 8 to the pinion gear shaft 5a and the second pinion 5 via the rigid coupling 9 as described above.

In the transmission of such rotational force, a diaphragm made of a flexible material between the wheel gear shaft 4a and the first wheel 4 side and the quill shaft 8 and the second pinion 5 side ( Since the diaphragm coupling 20 provided with 20 is interposed, the wheel gear shaft 4a and the first wheel 4 side, the quill shaft 8 and the second pinion 5 side are provided. Due to the deformation capacity of the diaphragm 21, the diaphragm 21 can freely move in the axial direction. Therefore, axial direction caution between the wheel gear shaft 4a and the first wheel 4 and the quill shaft 8 and the second pinion 5 side can be easily performed.

Thereby, load sharing of the 1st pinion 3 (refer FIG. 6) which meshes with the said 1st wheel 4, or the 2nd wheel 6 which meshes with the 2nd pinion 5 can be equalized. Therefore, it is possible to prevent the one-sided contact on the back surface caused by the uneven load sharing and the occurrence of damage to the gear, thereby improving the durability of the gear transmission.

Further, according to this first embodiment, by providing the diaphragm coupling 20, the axial direction may be caused by the wear and tear of the back surface of the coupling, such as the conventional gear coupling 10 shown in FIG. The occurrence of the problem that the frictional force is excessive and the axial movement in the spline coupling portion is not smoothly avoided can be avoided, so that durability is improved as compared with the gear coupling 10, and stability of power transmission is achieved. The coupling with improved reliability is obtained.

Moreover, since the lubrication of the back surface of the coupling like the conventional gear coupling 10 becomes unnecessary at all, such a diaphragm type coupling 20 does not require lubrication piping.

Second Embodiment

Fig. 2 is a diagram corresponding to Fig. 1 showing a second embodiment of the present invention.

In this second embodiment, two diaphragms similar to those of the first embodiment are provided, and the inner circumferential side is connected by bolts 23, and the outer circumferential side of one diaphragm 28 is connected to the quill shaft 8 and It is connected to the outer periphery of the connecting member 22 connected to the 2nd pinion 5 side, and the outer peripheral side of the other diaphragm 21 is connected to the said wheel gear shaft 4a and the 1st wheel 4 side. It is connected to the outer periphery of the flange 13 which becomes. Thereby, the rotation force transmission system which arrange | positioned two diaphragms 28 and 21 in series via the bolt 29 between the said connection member 22 and the flange 13 is carried out.

According to this second embodiment, two diaphragms 28 and 21 made of a flexible material are provided in the axial direction to connect the inner peripheral parts of both diaphragms 28 and 21, and one of the two diaphragms 28 is connected. The outer peripheral portion of the wheel gear shaft 4a on the input side and the outer circumference of the flange 13 connected to the first wheel 4 side, and the outer peripheral portion of the other 21 on the output side of the quill shaft 8 And the two diaphragms 28 and 21 in series in the rotational force transmission system between the input side and the output side by connecting to the outer circumference of the connecting member 22 connected to the second pinion 5 side. The amount of axial relative movement between the wheel gear shaft 4a and the first wheel 4 side and the quill shaft 8 and the second pinion 5 side due to the deformability of the two diaphragms 28 and 21. Can be taken large. Thereby, the adjustment width | variety of the axial direction of a gear shaft can be expanded.

Other configurations are the same as those in the first embodiment shown in Fig. 1, and the same members are denoted by the same reference numerals.

Third Embodiment

3 to 4 are diagrams corresponding to Fig. 1 showing a third embodiment of the present invention.

In this third embodiment, in addition to the second embodiment, a stopper device 200 that regulates the movement amount of the diaphragms 28 and 21 in the axial direction is provided. 3 to 4, reference numeral 30 denotes a stepped portion (axial stopper) formed on an outer circumferential portion of the connecting member 22, and 31 denotes a stepped portion of the connecting member 22 of the spacer 24. It is a step part (axial stopper) formed opposite to 30). The gap S between the stepped portion 30 and the stepped portion 31 and the gap S between the flange 13 and the connecting member 22 are set to allowable maximum displacements of the diaphragms 28 and 21. .

In this embodiment, when the diaphragms 28 and 21 attempt to cause an excessive displacement exceeding the allowable displacement S, the stepped portion 30 and the stepped portion 31 are brought into contact or the flange 13 By contacting the connecting member 22, excessive relative movement of the diaphragms 28 and 21 above the allowable displacement S can be avoided.

Other configurations are the same as those in the second embodiment shown in Fig. 2, and the same members are denoted by the same reference numerals.

According to the present invention, in a coupling such as a gear shaft coupling interposed between two gear shafts, the axial movement between two shafts connected to the coupling can be smoothly performed while exhibiting an axial caution function. It is possible to provide a coupling which improves durability and reliability of power transmission and a gear transmission provided with the coupling.

Claims (6)

A coupling for coupling an input rotating shaft and an output rotating shaft, and transmitting a rotational force of the input rotating shaft to an output rotating shaft, wherein a diaphragm made of a flexible material is deformed between the input rotating shaft and the output rotating shaft in the axial direction of each axis. A coupling interposed between the input side rotation shaft and the output side rotation shaft through the diaphragm so as to allow relative movement in the axial direction. 2. The diaphragm according to claim 1, wherein the diaphragm comprises a plate-shaped body extending in the radial direction of each of the axes, and the inner circumference of the diaphragm made of the plate-shaped body is fixed to either the outer circumference of the input side rotation shaft or the output side rotation shaft, And an outer circumference fixed to the inner circumference of the input rotational shaft or the other rotational output shaft. The diaphragm according to claim 1, wherein the diaphragms are formed in a plate-like body extending in the radial direction of each of the axes, and the two diaphragms are arranged in parallel in the axial direction of each axis to connect the inner peripheral parts of both diaphragms, and one outer peripheral part of the two diaphragms. The diaphragm in series in a rotational force transmission system between the input side rotation shaft and the output side rotation shaft by connecting the outer peripheral portion to the output side rotation shaft at the same time as the input side rotation shaft. A coupling, characterized in that configured to transmit to the output side rotation shaft through two diaphragms. The coupling according to claim 2 or 3, wherein a stopper device is provided between the input rotational shaft and the output rotational shaft to regulate the amount of movement in the axial direction of the respective axes of the diaphragm. A first gear train connected to a first gear shaft and a second gear train connected to a second gear shaft are arranged in the axial direction of the gear shaft, and the first gear train and the second gear shaft are connected between the first gear shaft and the second gear shaft. In the gear transmission which is equipped with the coupling which enables adjustment of the axial position between 2 gear trains, The said coupling fixes the inner periphery of the plate-shaped diaphragm which consists of a flexible material to the said 1st gear shaft. At the same time, the outer periphery of the diaphragm is fixed to the inner periphery of the second gear shaft, and the first gear shaft and the second gear shaft through the diaphragm, the gear transmission characterized in that the axial movement relative. A first gear train connected to a first gear shaft and a second gear train connected to a second gear shaft are arranged in the axial direction of the gear shaft, and the first gear train and the second gear shaft are connected between the first gear shaft and the second gear shaft. In the gear transmission which is equipped with the coupling which enables adjustment of the axial position between 2 gear trains, The said coupling is two flexible of the 1st diaphragm of the input side and the 2nd diaphragm of the output side connected to each other. And a first gear shaft and a second gear by connecting an input side connection portion of the first diaphragm to the first gear shaft and an output side connection portion of the second diaphragm to the second gear shaft. The first diaphragm and the second diaphragm are arranged in series in the rotational force transmission system between the shafts, and the rotational force of the first gear shaft is adjusted to the first diaphragm. Through the ram and the second diaphragm in this order, it characterized in that the gear transmission device configured to transmit to the second gear shaft.

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