WO2015162791A1 - 非可逆機構 - Google Patents
非可逆機構 Download PDFInfo
- Publication number
- WO2015162791A1 WO2015162791A1 PCT/JP2014/061765 JP2014061765W WO2015162791A1 WO 2015162791 A1 WO2015162791 A1 WO 2015162791A1 JP 2014061765 W JP2014061765 W JP 2014061765W WO 2015162791 A1 WO2015162791 A1 WO 2015162791A1
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- WIPO (PCT)
- Prior art keywords
- brake
- brake surface
- torque
- output shaft
- conversion mechanism
- Prior art date
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Classifications
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- 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
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/063—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by moving along the inner and the outer surface without pivoting or rolling, e.g. sliding wedges
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- 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
- F16D41/00—Freewheels or freewheel clutches
- F16D41/02—Freewheels or freewheel clutches disengaged by contact of a part of or on the freewheel or freewheel clutch with a stationarily-mounted member
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- 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
- F16D41/00—Freewheels or freewheel clutches
- F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
- F16D41/064—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface the intermediate members wedging by rolling and having a circular cross-section, e.g. balls
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- 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
- F16D41/00—Freewheels or freewheel clutches
- F16D41/22—Freewheels or freewheel clutches with clutching ring or disc axially shifted as a result of lost motion between actuating members
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- 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
- F16D63/00—Brakes not otherwise provided for; Brakes combining more than one of the types of groups F16D49/00 - F16D61/00
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- 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
- F16H—GEARING
- F16H35/00—Gearings or mechanisms with other special functional features
Definitions
- This invention relates to a nonreciprocal mechanism, and more particularly to a nonreciprocal mechanism that prevents transmission of back drive torque transmitted from the output shaft side to the input shaft side.
- the non-reciprocal mechanism disclosed in the above Japanese Unexamined Patent Publication No. 2007-332986 includes an input shaft, an output shaft, a multi-plate brake, and a screw feed mechanism that connects the output shaft and the multi-plate brake.
- the multi-plate brake includes a plurality of first friction plates attached to the housing and a plurality of second friction plates attached to the screw feed mechanism.
- the first friction plate and the second friction plate are provided along the radial direction, respectively, and are arranged alternately in the axial direction.
- Such an irreversible mechanism is applied to power transmission systems such as aircraft and general industrial machines.
- it can be applied to a steering surface (flap) drive device for steering and the like, and the back drive torque from the control surface side (output shaft side) can be prevented from being transmitted to the input shaft side.
- a multi-plate brake is constituted by a plurality of (many) friction plates, so that the number of parts tends to increase. Further, in the nonreciprocal mechanism disclosed in Japanese Patent Application Laid-Open No. 2007-332986, since the plurality of friction plates of the multi-plate brake are arranged side by side along the axial direction, the total axial length of the nonreciprocal mechanism tends to increase. is there. Therefore, as a non-reciprocal mechanism, it is desirable to suppress the increase in the number of parts to simplify the structure and to suppress the total length in the axial direction.
- the irreversible mechanism when applying the irreversible mechanism to the power transmission system of an aircraft, it is important to reduce the size and weight of the irreversible mechanism by suppressing the overall length from the influence on fuel consumption. Further, since safety is particularly important in the field of aircraft, reducing the number of parts and simplifying the structure is important for improving the reliability of the irreversible mechanism.
- the present invention has been made in order to solve the above-described problems, and one object of the present invention is to simplify the structure by suppressing an increase in the number of parts and to suppress the total length in the axial direction. It is to provide an irreversible mechanism that can do this.
- a nonreciprocal mechanism includes a rotatable input shaft, an output shaft that rotates according to the input shaft, and an output shaft, and a back drive torque from the output shaft side. Is converted to an axial force, a brake portion having a first brake surface and non-rotatably provided, and opposed to the first brake surface and provided to rotate integrally with the output shaft. A second brake surface that is pressed against the first brake surface in accordance with an axial force, and the first brake surface and the second brake surface are tapered from a taper surface that tapers in the direction of the axial force of the conversion mechanism. Become.
- the brake portion having the first brake surface and the non-rotatable brake portion is opposed to the first brake surface so as to rotate integrally with the output shaft.
- a second brake surface that is pressed against the first brake surface according to the axial force of the conversion mechanism.
- the first brake surface and the second brake surface are directed toward the direction of the axial force of the conversion mechanism.
- the taper surface is tapered.
- a large friction torque can be generated between the first brake surface and the second brake surface on the output shaft side by the so-called boosting effect of the tapered surface.
- This makes it possible to generate sufficient friction torque (braking torque) without providing a large number of friction plates, unlike the configuration of a multi-plate brake that presses a plurality (a large number) of friction plates along the radial direction in the axial direction. Can do.
- according to the present invention it is possible to simplify the structure by suppressing an increase in the number of parts, and it is possible to suppress the total length in the axial direction.
- the conversion mechanism preferably includes a first member provided on the output shaft side, a second member provided on the second brake surface side, a first member, and a second member.
- the first brake surface and the second brake surface are disposed radially outward from the intermediate member. If comprised in this way, the distance (radius) from the output shaft of the 1st brake surface and 2nd brake surface which is a generation
- the first brake surface and the second brake surface are disposed at positions overlapping the conversion mechanism in the axial direction. If comprised in this way, the full length of the axial direction of a nonreciprocal mechanism can further be suppressed, enlarging the distance (radius) from the output shaft of a 1st brake surface and a 2nd brake surface.
- the second brake surface is preferably provided integrally with the second member of the conversion mechanism. If comprised in this way, since it is not necessary to provide the brake member in which the 2nd brake surface was formed separately, the number of parts can be reduced by that much. Thereby, the number of parts can be reduced and the structure can be further simplified.
- the conversion mechanism includes a pair of cam members having a ball ramp portion as a first member and a second member, and a ball disposed in the ball ramp portion between the pair of cam members as an intermediate member.
- the first brake surface is provided on the circumferential inner circumferential surface of the brake portion
- the second brake surface is formed on the circumferential outer circumferential surface of the cam member. If comprised in this way, the structure which converts back drive torque into axial force easily and compactly with a ball ramp mechanism can be obtained. Further, the first brake surface and the second brake surface can be formed in a circumferential shape. Thereby, the contact area of a 1st brake surface and a 2nd brake surface can be increased easily. As a result, even when a large friction torque is generated, an increase in contact surface pressure between the first brake surface and the second brake surface can be effectively suppressed.
- the third brake surface is provided so as not to rotate, and is provided so as to rotate integrally with the output shaft without passing through the conversion mechanism.
- a fourth brake surface pressed against the three brake surfaces. If comprised in this way, when back drive torque acts on an output shaft, friction torque (braking torque) can be generated between the 3rd brake surface and the 4th brake surface. Thereby, the torque input from the output shaft to the conversion mechanism can be reduced by the generated friction torque (braking torque). As a result, since the axial force applied from the conversion mechanism to the second brake surface is also reduced, the friction torque (braking torque) between the first brake surface and the second brake surface can be reduced.
- the input shaft when the input shaft is rotated in the same direction as the back drive torque during the operation of the irreversible mechanism (so-called assist driving), the input shaft includes the torque input from the output shaft to the conversion mechanism, and the first What is necessary is just to input the driving torque of the difference with the friction torque (braking torque) between a brake surface and a 2nd brake surface. Therefore, since the magnitude of the friction torque can be reduced, for example, even when the friction coefficient of the first brake surface or the second brake surface changes, the fluctuation range of the friction torque can be suppressed to a small value. As a result, fluctuations in driving torque during assist driving can be suppressed.
- the brake portion is provided with a first brake surface and a third brake surface, respectively. If comprised in this way, a 1st brake surface and a 3rd brake surface can be formed in a common brake part. Thereby, also when providing a 3rd brake surface in addition to a 1st brake surface, it can suppress that a number of parts increases.
- the brake portion is constituted by a single member. If comprised in this way, unlike the structure of the multi-plate brake which presses many friction plates along a radial direction to an axial direction, it can suppress that a number of parts increases. As a result, the structure can be further simplified.
- an increase in the number of parts can be suppressed to simplify the structure, and the overall length in the axial direction can be suppressed.
- FIG. 2 is a schematic cross-sectional view taken along the line 200-200 in FIG. It is a schematic diagram for demonstrating a conversion mechanism. It is a figure for demonstrating the torque and axial force which act in the nonreciprocal mechanism shown in FIG. It is the schematic diagram which showed the state which produced the rotation phase difference between the 1st cam part of the conversion mechanism, and the 2nd cam part at the time of the action
- the irreversible mechanism 1 transmits the drive torque input to the input shaft 3 to the output shaft 4, while the back drive torque acts on the output shaft 4, the output
- This is a mechanism that prevents the back drive torque from being transmitted to the input shaft 3 side by preventing the rotation of the shaft 4.
- the input shaft 3 is connected to an actuator (not shown) that generates drive torque (input torque).
- the output shaft 4 is connected to a device or a machine element that is a transmission destination of the drive torque of the actuator.
- the back drive torque (hereinafter referred to as BD torque) is torque that is generated by a device or a machine element on the output shaft 4 side and acts on the output shaft 4.
- Such an irreversible mechanism is applied to power transmission systems such as aircraft and general industrial machines.
- the present invention can be applied to a driving surface of a control surface (flap) for steering.
- the control surface is rotated by a predetermined angle by driving the actuator on the input shaft 3 side.
- BD torque acts on the output shaft 4 from the control surface side by the aerodynamic force.
- the irreversible mechanism 1 functions to prevent the rotation of the output shaft 4 by the BD torque to maintain the control surface angle and to prevent the transmission of the BD torque to the actuator (input shaft 3) side.
- the nonreciprocal mechanism is also called a back torque limiter.
- the irreversible mechanism 1 mainly includes a housing 2, an input shaft 3, an output shaft 4, a conversion mechanism 5, and a brake unit 6.
- the nonreciprocal mechanism 1 includes an output brake member 7, a preload spring 8, and a spring receiving member 9.
- the brake portion 6 is formed with a first brake surface 61 and a third brake surface 62.
- the conversion mechanism 5 is provided with a second brake surface 56 that contacts the first brake surface 61.
- the output brake member 7 is provided with a fourth brake surface 72 that contacts the third brake surface 62.
- the A direction in which the rotation center axis O of the input shaft 3 and the output shaft 4 extends is referred to as an axial direction.
- a radial direction centering on the central axis O and perpendicular to the axial direction A is shown as a B direction.
- the housing 2 is a box-shaped member that accommodates the above-described parts.
- the housing 2 supports the input shaft 3 and the output shaft 4 in a rotatable manner.
- the housing 2 has a spline portion 21 extending in the axial direction A on the inner peripheral surface.
- the input shaft 3 is a rotating shaft including a shaft portion 31, an input flange portion 32, and a key portion 33.
- the shaft portion 31 is rotatably supported around the central axis O by the housing 2.
- the input flange portion 32 is formed in a disc (annular) shape so as to protrude in the radial direction B from the tip portion of the shaft portion 31 on the output shaft 4 side (A1 side).
- the key portion 33 is a columnar portion formed so as to protrude in the axial direction A from the outer peripheral edge of the input flange portion 32 toward the output shaft 4 side (A1 side). As shown in FIG.
- a plurality (three) of the key portions 33 are provided at equiangular intervals (about 120 degrees) in the rotation direction on the outer peripheral edge of the input flange portion 32.
- the key portion 33 is engaged with both the output shaft 4 and the conversion mechanism 5 in the rotational direction with a predetermined gap CL therebetween.
- the key unit 33 has a function of transmitting the driving torque to the output shaft 4 and rotating the output shaft 4.
- the output shaft 4 is a rotating shaft (driven shaft) that rotates according to the input shaft 3.
- the output shaft 4 includes a shaft portion 41 and an output flange portion 42.
- the shaft portion 41 is rotatably supported around the central axis O by the housing 2.
- a spline portion 43 extending in the axial direction A and a screw portion 44 are formed on the outer peripheral portion of the shaft portion 41.
- the spline portion 43 is provided at a position between the screw portion 44 and the output flange portion 42.
- the output flange portion 42 is formed in a disc (annular) shape so as to protrude in the radial direction B from the tip portion of the shaft portion 41 on the input shaft 3 side (A2 side).
- a groove portion (radial groove) 45 that engages with the key portion 33 of the input shaft 3 is formed on the outer peripheral surface portion of the output flange portion 42.
- a plurality of (three) groove portions 45 are provided at equiangular intervals (about 120 degrees) in the rotational direction so as to correspond to the key portions 33.
- the output flange portion 42 also serves as the first cam portion 51 of the conversion mechanism 5.
- the conversion mechanism 5 is connected to the output shaft 4 and is configured to convert BD torque from the output shaft 4 side into axial force.
- the conversion mechanism 5 includes a first cam portion 51 provided on the output shaft 4 side, a second cam portion 52 provided on the second brake surface 56 side, and the first cam portion 51 and the second cam portion 52. And a ball 53 disposed therebetween. That is, the conversion mechanism 5 includes a pair of cam members (a first cam portion 51 and a second cam portion 52) having a ball ramp portion 54, and a ball disposed on the ball ramp portion 54 between the pair of cam members. 53 is a ball ramp mechanism including 53.
- the first cam portion 51 is an example of the “first member” and “cam member” in the present invention
- the second cam portion 52 is an example of the “second member” and “cam member” in the present invention
- the ball 53 is an example of the “intermediate member” in the present invention.
- the conversion mechanism 5 is configured to rotate integrally with the output shaft 4 during driving when driving torque is input from the input shaft 3.
- the first cam portion 51 is formed integrally with the output flange portion 42 of the output shaft 4.
- the first cam portion 51 has a ball ramp portion 54 formed on the A1 side surface of the output flange portion 42.
- the ball ramp portion 54 is a concave slope portion into which the ball 53 is fitted.
- the second cam portion 52 is an annular member (see FIG. 2) disposed on the outer peripheral side of the output shaft 4.
- the 2nd cam part 52 is formed in the concave shape so that the output flange part 42 may be accommodated inside.
- the second cam portion 52 has a ball ramp portion 54 formed at a position facing the first cam portion 51 (output flange portion 42) in the axial direction A.
- the second cam portion 52 is formed with a groove portion (radial groove) 55 that engages with the key portion 33 of the input shaft 3.
- Three groove portions 55 are provided at equiangular intervals (about 120 degrees) in the rotation direction so as to correspond to the key portion 33.
- the second cam portion 52 has an annular shape.
- a second brake surface 56 is formed on the outer circumferential surface of the second cam portion 52.
- the second brake surface 56 is provided integrally with the second cam portion 52 of the conversion mechanism 5. More specifically, the outer peripheral surface of the second cam portion 52 is formed of a tapered surface tapering toward the A1 direction is the direction of action of the axial force W b of the conversion mechanism 5. And the 2nd brake surface 56 is formed in the outer peripheral surface which consists of a taper surface of the 2nd cam part 52. As shown in FIG. The second brake surface 56 is provided to face the first brake surface 61 and rotate integrally with the output shaft 4. The second brake surface 56 is formed on the outer peripheral surface of the second cam portion 52 over the range of the axial length L1 excluding the vicinity of the end portion on the A2 side.
- the ball 53 is in a stable state where the ball 53 is fitted into the ball ramp portion 54 of the first cam portion 51 and the ball ramp portion 54 of the second cam portion 52. It is held between the cam portion 52.
- a plurality of (three) balls 53 (and ball ramp portions 54) are provided at equal angular intervals (about 120 degrees) in the rotational direction, and are respectively positioned between the three key portions 33 (and groove portions 45 and 55). Has been placed.
- the groove portion 45 of the output flange portion 42 (first cam portion 51) and the groove portion 55 of the second cam portion 52 are as shown in FIG.
- the rotation angle positions (rotation phases) of each other coincide with each other.
- the BD torque acts on the output shaft 4, the ball 53, so as to ride up the ball ramp portion 54 is displaced in the A1 direction (axial direction) by the torque T b of the first cam portion 51 .
- the groove portion 45 of the output flange portion 42 (first cam portion 51) is displaced (rotated) so as to have a rotational phase difference PD (see FIG. 5) with respect to the groove portion 55 of the second cam portion 52.
- the displacement of the A1 direction of the ball 53 (the axial direction), axial force W b of A1 direction is generated.
- the second braking surface 56 of the second cam portion 52 as shown in FIG.
- the clearance CL between the key portion 33 of the input shaft 3 and the inner surfaces of the groove portion 45 of the output flange portion 42 and the groove portion 55 of the second cam portion 52 is the output flange portion 42 (
- the groove portion 45) and the second cam portion 52 (groove portion 55) are configured to have a margin sufficient to absorb the rotational phase difference PD.
- the size of the gap CL is exaggerated for convenience.
- the brake portion 6 is positioned on the outer peripheral side (radially outward) of the output flange portion 42 of the output shaft 4 and the conversion mechanism 5 (first cam portion 51, second cam portion 52 and ball 53). Is arranged.
- the brake part 6 is configured by a single member (main body part 63) having a first brake surface 61 and a third brake surface 62.
- the main body 63 is formed in an annular shape (see FIG. 2).
- the brake unit 6 has a spline part 64 that engages with the spline part 21 of the housing 2 on the outer peripheral surface of the main body part 63.
- the brake unit 6 is not rotatable around the axis and is movable in the axial direction A. Therefore, both the first brake surface 61 and the third brake surface 62 are not rotatable about the axis.
- the first brake surface 61 is provided on the circumferential inner peripheral surface of the main body 63. That is, the first brake surface 61 is formed in a circumferential shape (annular shape). Further, the first brake surface 61 is formed over substantially the entire length in the axial direction A on the inner peripheral surface of the main body portion 63. Similar to the second brake surface 56, the first brake surface 61 is composed of a tapered surface that tapers in the direction of action A ⁇ b > 1 of the axial force Wb of the conversion mechanism 5.
- the first brake surface 61 and the second brake surface 56 are inclined at a constant taper angle.
- the taper angles of the first brake surface 61 and the second brake surface 56 are the same. Therefore, the first brake surface 61 and the second brake surface 56 are configured to come into surface contact with each other to generate a friction torque (braking torque).
- a friction torque (braking torque) proportional to the normal force N and the distance (radius) from the central axis O is generated.
- first brake surface 61 and the second brake surface 56 are arranged on the outer side in the radial direction B with respect to the ball 53 of the conversion mechanism 5. Further, the first brake surface 61 and the second brake surface 56 are disposed on the outer side in the radial direction B with respect to the first cam portion 51 (the output flange portion 42 of the output shaft 4) of the conversion mechanism 5. Further, in the axial direction A, the first brake surface 61 and the second brake surface 56 are disposed at a position overlapping the conversion mechanism 5 in the axial direction A.
- the length in the axial direction A of the contact portion between the first brake surface 61 and the second brake surface 56 is L1.
- the length L1 is smaller than the length L2 of the conversion mechanism 5 in the axial direction A.
- the first brake surface 61 and the second brake surface 56 are arranged such that the contact portions are within the range of the length L2 of the conversion mechanism 5 in the axial direction A.
- the third brake surface 62 is formed on a circumferential (annular) end surface on the output side (A1 side) of the brake portion 6. That is, the third brake surface 62 is a surface (a surface perpendicular to the axial direction A) along the radial direction B of the brake portion 6 and is formed in a circumferential shape.
- the output brake member 7 is disposed adjacent to the brake portion 6 on the A1 direction side. Further, the output side brake member 7 has a spline portion 71 that engages with the spline portion 43 of the output shaft 4 on the inner peripheral portion. Thus, the output brake member 7 rotates integrally with the output shaft 4 and can move relative to the output shaft 4 in the axial direction A.
- the fourth brake surface 72 is formed on the A2 side surface of the output brake member 7 so as to face the third brake surface 62.
- the fourth brake surface 72 is formed in a circumferential shape corresponding to the third brake surface 62. Similarly to the third brake surface 62, the fourth brake surface 72 is a surface along the radial direction B (a surface perpendicular to the axial direction A). The third brake surface 62 and the fourth brake surface 72 are arranged at positions outside the ball 53 of the conversion mechanism 5 in the radial direction B.
- the preload spring 8 is a compression coil spring that generates an urging force in the axial direction A.
- the preload spring 8 is disposed between the output brake member 7 and the spring receiving member 9.
- the spring receiving member 9 supports one end of the preload spring 8 on the A1 direction side of the output side brake member 7. Further, the spring receiving member 9 has a spline portion 91 that engages with the spline portion 43 of the output shaft 4 on the inner peripheral portion. Accordingly, the spring receiving member 9 rotates integrally with the output shaft 4 and can be moved relative to the output shaft 4 in the axial direction A.
- a fixing nut 46 fastened (screwed) to the threaded portion 44 of the output shaft 4 is provided on the A1 direction side of the spring receiving member 9.
- the preload spring 8 urges the output side brake member 7 in the A2 direction while the A1 side is supported by the spring receiving member 9 and the fixing nut 46.
- the biasing force of the preload spring 8 generates an initial friction torque between the first brake surface 61 and the second brake surface 56, and the slip between the first brake surface 61 and the second brake surface 56 when the BD torque is generated. Prevent (free running).
- the displacement of the ball 53 in the A1 direction when the BD torque is generated is absorbed by a slight gap between the output brake member 7 and the spring receiving member 9.
- Axial force W b of A1 direction is received by finally fixing nut 46.
- the axial force in the A2 direction acting on the first cam portion 51 side as a reaction of the axial force W b (not shown) is received by finally fixing nut portion 46 through the output shaft 4.
- the BD torque TBD continues to act on the output shaft 4 (first cam portion 51) side. Therefore, as shown in FIG. 6, the output shaft 4 rotates by the rotation of the second cam portion 52 while the first cam portion 51 and the second cam portion 52 have the rotational phase difference PD. .
- the key portion 33 comes into contact with both the inner peripheral surface of the groove portion 45 and the inner peripheral surface of the groove portion 55, and rotates both the output shaft 4 and the second cam portion 52. If driven by a drive torque T in to be equivalent to the total amount of the initial friction torque corresponding to the urging force of the BD torque T BD and Purirodobane 8, it is possible to rotate the output shaft 4. The above operation is the same regardless of the rotation direction of the BD torque TBD .
- the input shaft 3 is driven in a stable state where no rotational phase difference PD is generated between the first cam portion 51 and the second cam portion 52. .
- the BD torque TBD does not act, and the operation is the same as the repulsive drive operation after the rotational phase difference PD shown in FIG. 7 is eliminated.
- the magnitude of the torque T b input to the ball 53 corresponds to the difference between the BD torque T BD and the friction torque T q generated on the friction surface Q. That is, by providing a third braking surface 62 and the fourth braking surface 72, so that the torque T b to be inputted to the ball 53 decreases.
- the torque T b to be inputted to the ball 53 decreases, correspondingly axial force W b is reduced, the friction torque T p generated at the friction surfaces P is decreased. Therefore, it is possible to suppress the occurrence the BD torque T BD, and a frictional torque T p that occurs in the torque T b and the friction surface P which is inputted to the ball 53.
- the friction torque T q of the friction surface Q is expressed by the following equation (2).
- T q ⁇ ⁇ R q ⁇ W b (2)
- ⁇ is a friction coefficient of the friction surface Q.
- R q (see FIG. 4) is an average distance (radius) from the rotation axis to the friction surface Q.
- W b is an axial force of the conversion mechanism 5 generated by the torque T b input to the ball 53.
- the axial force W b is represented by the following expression (3).
- W b T b / (R b ⁇ tan ⁇ ) (3)
- R b is the distance (radius) from the rotation axis to the center of the ball 53.
- ⁇ is the inclination angle of the ball ramp portion 54.
- the nonreciprocal mechanism 1 is provided with the brake portion 6 that has the first brake surface 61 and is provided so as not to rotate. Further, a second brake surface 56 that is provided to face the first brake surface 61 and rotate integrally with the output shaft 4 and is pressed against the first brake surface 61 according to the axial force W b of the conversion mechanism 5 is provided. The irreversible mechanism 1 is provided. Then, the first braking surface 61 and the second braking surface 56, constitutes a tapered surface tapering toward the direction of action of the axial force W b of the conversion mechanism 5.
- the structure can be simplified by suppressing an increase in the number of components, and the total length in the axial direction A can be suppressed.
- the first cam portion 51 provided on the output shaft 4 side, the second cam portion 52 provided on the second brake surface 56 side, and the first cam portion 51 A conversion mechanism 5 including a ball 53 disposed between the second cam portion 52 is provided.
- the first brake surface 61 and the second brake surface 56 are disposed outside the ball 53 in the radial direction B.
- the distance (radius Rp ) from the output shaft 4 of the 1st brake surface 61 and the 2nd brake surface 56 can be enlarged.
- T p frictional torque
- the first brake surface 61 and the second brake surface 56 are arranged at a position overlapping the conversion mechanism 5 in the axial direction A. Thereby, the full length of the nonreciprocal mechanism 1 in the axial direction A can be further suppressed.
- the second brake surface 56 is provided integrally with the second cam portion 52 of the conversion mechanism 5. Thereby, there is no need to separately provide a brake member on which the second brake surface 56 is formed, and accordingly, the number of parts can be reduced.
- the conversion mechanism 5 includes the pair of cam members (the first cam portion 51 and the second cam portion 52) having the ball ramp portion 54, the first cam portion 51, and the second cam portion.
- a ball ramp mechanism including a ball 53 disposed on the ball ramp portion 54 between the cam portions 52 is configured.
- the 1st brake surface 61 is provided in the circumferential inner peripheral surface of the brake part 6 (main-body part 63).
- the second brake surface 56 is formed on the circumferential outer peripheral surface of the second cam portion 52. Accordingly, the ball ramp mechanism, easy and compact, it is possible to obtain a structure for converting the BD torque T BD axially force W b. Further, the contact area between the first brake surface 61 and the second brake surface 56 can be easily increased. Thus, large when friction generates torque T p can also be effectively suppressed with the first braking surface 61 to increase the contact surface pressure between the second braking surface 56.
- the nonreciprocal mechanism 1 is provided with the third brake surface 62 that is provided so as not to rotate.
- the first brake surface 61 and the third brake surface 62 are provided in the brake portion 6, respectively. Thereby, also when providing the 3rd brake surface 62 in addition to the 1st brake surface 61, it can suppress that a number of parts increases.
- the brake portion 6 is configured by a single member (main body portion 63).
- main body portion 63 the brake portion 6 is configured by a single member.
- the present invention is not limited to this.
- the first cam portion 51 may not be formed integrally with the output shaft 4. That is, the first cam portion 51 may be configured separately from the output flange portion 42, and the annular first cam portion 51 may be attached to the A1 side surface of the output flange portion 42. Further, the annular first cam portion 51 and the output flange portion 42 are configured separately from the output shaft 4, and the shaft portion 41 of the output shaft 4 is connected to the first cam portion 51 and the output flange portion 42. The structure which attaches a part may be sufficient.
- the conversion mechanism 5 is configured by a ball ramp mechanism.
- the conversion mechanism may be any mechanism as long as it converts BD torque (rotation of the output shaft) into axial force.
- the conversion mechanism may be a ball screw mechanism that converts BD torque of the output shaft into axial force.
- the second brake surface 156 may be configured separately. That is, the brake member 157 having the second brake surface 156 may be attached to the outer peripheral surface portion of the second cam portion 152. Also by this, the effect of increasing the friction torque T p similar to the above embodiment can be obtained by the wedge effect between the second brake surface 156 and the first brake surface 61 (friction surface P). However, in the case of this modification, the number of parts is increased by the provision of the brake member 157. Therefore, it is preferable to form the second brake surface 56 integrally with the second cam portion 52 as in the above embodiment from the viewpoint of reducing the number of parts.
- the present invention is not limited to this.
- the first brake surface 61 and the second brake surface 56 may be arranged at positions that do not overlap with the conversion mechanism 5.
- the first brake surface 61 and the second brake surface 56 may be arranged on the A1 direction side of the ball 53 of the conversion mechanism 5 (A1 direction side of the second cam portion 52).
- the total length in the axial direction A of the irreversible mechanism 1 tends to increase. Therefore, in order to reduce the total length in the axial direction A, it is preferable to arrange the first brake surface 61 and the second brake surface 56 at a position overlapping the conversion mechanism 5 and the axial direction A as in the above embodiment.
- the present invention is not limited to this. In the present invention, the third brake surface and the fourth brake surface need not be provided.
- the third brake surface 162 and the fourth brake surface 172 may be tapered surfaces in the same manner as the first and second brake surfaces. Thereby, even between the 3rd brake surface 162 and the 4th brake surface 172 (friction surface Q), the effect which increases friction torque Tq by a boost effect can be acquired.
- the present invention is not limited to this.
- the first brake surface 61 and the third brake surface 62 may be configured separately from each other by configuring the brake portion with a plurality of members.
- the main body 163 of the brake unit 106 may be divided at a portion indicated by a broken line S. In that case, the number of parts increases by the amount of providing the individual brake members. Therefore, it is preferable from the viewpoint of reducing the number of parts that the first brake surface 61 and the third brake surface 62 are formed integrally with the brake portion 6 as in the above embodiment.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
Description
まず、出力軸4にBDトルクが作用した場合に、非可逆機構1が入力軸3側へのトルク伝達を阻止する動作(非可逆機構1の作動時の動作)について説明する。
助勢駆動の場合、非可逆機構1が作動中の状態であるので、図5に示すように、第1カム部51が第2カム部52に対して回転位相差を有した状態にある。ここでは、図5の時計方向にBDトルクTBDが作用し、入力軸3を同じ時計方向に駆動するケースについて説明する。
反抗駆動の場合も、非可逆機構1が作動中の状態であるので、図5に示すように、第1カム部51が第2カム部52に対して回転位相差PDを有した状態にある。ここでは、図5に示す時計方向にBDトルクTBDが作用し、入力軸3を反時計方向に駆動するケースについて説明する。
Tb=TBD-Tq ・・・(1)
Tq=μ×Rq×Wb ・・・(2)
ここで、μは摩擦面Qの摩擦係数である。Rq(図4参照)は、回転軸から摩擦面Qまでの平均距離(半径)である。Wbは、ボール53に入力されるトルクTbにより発生する変換機構5の軸方向力である。
Wb=Tb/(Rb×tanθ) ・・・(3)
ここで、Rbは、回転軸からボール53の中心までの距離(半径)である。また、θは、ボールランプ部54の傾斜角である。
Tb=TBD×Rb×tanθ/(Rb×tanθ+μ×Rq)
=TBD×α/(α+μ×Rq)・・・(4)
なお、α=Rb×tanθ(定数)である。
Tin=Tp-Tb ・・・(5)
摩擦面Q(第3ブレーキ面62および第4ブレーキ面72)によって、摩擦トルクTpおよびボール53に入力されるトルクTbの両方が小さくなる。そのため、摩擦面Pの摩擦係数が変動する場合などにも、摩擦トルクTpの変動幅を小さく抑えることが可能となる。その結果、助勢駆動時に要求される駆動トルクTinの変動が小さく抑えられる。
3 入力軸
4 出力軸
5 変換機構
6 ブレーキ部
51 第1カム部(第1部材、カム部材)
52 第2カム部(第2部材、カム部材)
53 ボール(中間部材)
54 ボールランプ部
56 第2ブレーキ面
61 第1ブレーキ面
62 第3ブレーキ面
72 第4ブレーキ面
TBD バックドライブ(BD)トルク
Wb 軸方向力
Claims (8)
- 回転可能な入力軸と、
前記入力軸に従って回転する出力軸と、
前記出力軸と接続され、前記出力軸側からのバックドライブトルクを軸方向力に変換する変換機構と、
第1ブレーキ面を有し回転不能に設けられたブレーキ部と、
前記第1ブレーキ面と対向し、前記出力軸と一体回転するように設けられ、前記変換機構の軸方向力に応じて前記第1ブレーキ面に押圧される第2ブレーキ面とを備え、
前記第1ブレーキ面および前記第2ブレーキ面は、前記変換機構の軸方向力の作用方向に向かって先細るテーパ面からなる、非可逆機構。 - 前記変換機構は、前記出力軸側に設けられた第1部材と、前記第2ブレーキ面側に設けられた第2部材と、前記第1部材と前記第2部材との間に配置された中間部材とを含み、
前記第1ブレーキ面および前記第2ブレーキ面は、前記中間部材よりも半径方向の外側に配置されている、請求項1に記載の非可逆機構。 - 前記第1ブレーキ面および前記第2ブレーキ面は、前記変換機構と軸方向に重なる位置に配置されている、請求項2に記載の非可逆機構。
- 前記第2ブレーキ面は、前記変換機構の前記第2部材に一体的に設けられている、請求項3に記載の非可逆機構。
- 前記変換機構は、ボールランプ部を有する一対のカム部材を前記第1部材および前記第2部材として含むとともに、前記一対のカム部材の間で前記ボールランプ部に配置されるボールを前記中間部材として含むボールランプ機構であり、
前記第1ブレーキ面は、前記ブレーキ部の円周状の内周面に設けられ、
前記第2ブレーキ面は、前記カム部材の円周状の外周面に形成されている、請求項4に記載の非可逆機構。 - 回転不能に設けられた第3ブレーキ面と、
前記変換機構を介さずに前記出力軸と一体回転するように設けられ、前記変換機構の軸方向力によって前記第3ブレーキ面に押圧される第4ブレーキ面とをさらに備える、請求項1に記載の非可逆機構。 - 前記ブレーキ部には、前記第1ブレーキ面および前記第3ブレーキ面がそれぞれ設けられている、請求項6に記載の非可逆機構。
- 前記ブレーキ部は、単一の部材により構成されている、請求項1に記載の非可逆機構。
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JP2016514672A JP6341273B2 (ja) | 2014-04-25 | 2014-04-25 | 非可逆機構 |
PCT/JP2014/061765 WO2015162791A1 (ja) | 2014-04-25 | 2014-04-25 | 非可逆機構 |
EP14890408.9A EP3135947B1 (en) | 2014-04-25 | 2014-04-25 | Irreversible mechanism |
US15/306,649 US10001177B2 (en) | 2014-04-25 | 2014-04-25 | Irreversible mechanism |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
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US20150260242A1 (en) * | 2012-08-27 | 2015-09-17 | Shimadzu Corporation | Irreversible mechanism |
JP2017206229A (ja) * | 2016-03-14 | 2017-11-24 | ザ・ボーイング・カンパニーThe Boeing Company | ブローバック防止装置、及び関連する方法 |
JP2018179119A (ja) * | 2017-04-12 | 2018-11-15 | 株式会社ミツバ | クラッチ装置 |
EP3524840A4 (en) * | 2016-10-10 | 2020-03-25 | Elgamil, Mohamed Ahmed | RIGID AND / OR FLEXIBLE MECHANISMS FOR TRANSMITTING A STRAIGHT LINE AND / OR ROTATING IN A SINGLE DIRECTION |
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RU2693118C1 (ru) * | 2018-11-28 | 2019-07-01 | Общество С Ограниченной Ответственностью "Оклэс Технолоджиз" | Устройство для предотвращения турбинного вращения |
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JP2007120535A (ja) * | 2005-10-25 | 2007-05-17 | Shimadzu Corp | トルク伝達装置 |
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JP3162817U (ja) * | 2010-07-07 | 2010-09-16 | 株式会社島津製作所 | トルク制限装置 |
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- 2014-04-25 JP JP2016514672A patent/JP6341273B2/ja active Active
- 2014-04-25 EP EP14890408.9A patent/EP3135947B1/en active Active
- 2014-04-25 US US15/306,649 patent/US10001177B2/en active Active
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JPS4925346A (ja) * | 1972-07-03 | 1974-03-06 | ||
JP2006312963A (ja) * | 2005-05-09 | 2006-11-16 | Shimadzu Corp | トルク伝達装置 |
JP2007120535A (ja) * | 2005-10-25 | 2007-05-17 | Shimadzu Corp | トルク伝達装置 |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150260242A1 (en) * | 2012-08-27 | 2015-09-17 | Shimadzu Corporation | Irreversible mechanism |
US9470280B2 (en) * | 2012-08-27 | 2016-10-18 | Shimadzu Corporation | Irreversible mechanism |
JP2017206229A (ja) * | 2016-03-14 | 2017-11-24 | ザ・ボーイング・カンパニーThe Boeing Company | ブローバック防止装置、及び関連する方法 |
EP3524840A4 (en) * | 2016-10-10 | 2020-03-25 | Elgamil, Mohamed Ahmed | RIGID AND / OR FLEXIBLE MECHANISMS FOR TRANSMITTING A STRAIGHT LINE AND / OR ROTATING IN A SINGLE DIRECTION |
JP2018179119A (ja) * | 2017-04-12 | 2018-11-15 | 株式会社ミツバ | クラッチ装置 |
Also Published As
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EP3135947A1 (en) | 2017-03-01 |
EP3135947B1 (en) | 2019-09-04 |
JP6341273B2 (ja) | 2018-06-13 |
JPWO2015162791A1 (ja) | 2017-04-13 |
EP3135947A4 (en) | 2017-05-17 |
US20170051798A1 (en) | 2017-02-23 |
US10001177B2 (en) | 2018-06-19 |
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