JPS5942176B2 - Locked train transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a locked train transmission.

More specifically, the present invention relates to a locked train transmission that significantly improves power transmission efficiency and absorbs fluctuations in input torque.

A locked train has a structure in which the power of the input shaft is distributed to multiple intermediate shafts by the first stage gear train, and the power of these multiple intermediate shafts is simultaneously collectively transmitted to the output shaft by the second stage gear train. Due to its characteristics, it is often used as a transmission for large horsepower, especially as a reduction gear.

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

In addition, since the load on each intermediate shaft is reduced, the module of the power transmission gear can be made smaller, which allows the diameter of the gear to be made smaller and the circumferential speed can be reduced, which also reduces noise. This is because it has an advantageous feature.

However, the above-mentioned locked train has a configuration in which power is simultaneously transmitted from one input shaft to multiple intermediate shafts, and the power from these multiple intermediate shafts is collectively transmitted to one output shaft at the same time. Therefore, in order for smooth power transmission to occur through this locked train, all gears in the first and second stage gear trains must mesh properly at all times, and the load must be applied to each intermediate shaft. It is necessary to ensure that it is evenly distributed.

However, it is inevitable that there will be some errors in the machining of the gears and their phase settings, and this machining error will cause unequal distribution of the load to each intermediate shaft.

Also, when assembling the device, if the phases of all the teeth of the first-stage gear train and the second-stage gear train are not adjusted in advance so that they completely match, the load on each intermediate shaft must be adjusted in advance. Unequal distribution occurs.

Conventionally, this adjustment has been extremely difficult, so a complicated structure consisting of a hollow intermediate shaft, a torsion shaft, a gear coupling, etc. has been adopted.

If the load is distributed unevenly to each intermediate shaft, power transmission will become uneven and power transmission efficiency will decrease.

On the other hand, when a prime mover with torque fluctuations, such as a diesel engine, is connected to a reducer, torsional vibrations due to torque fluctuations occur at the rotational speed where the resonance point occurs, so the relationship between the prime mover and the reducer is generally An elastic joint is interposed between them to absorb torque fluctuations.

That is, at the common point of torsional vibration, a force several times the normal transmission torque will be applied to the gear, so if there is no elastic joint, the shaft or gear will be damaged.

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

However, the method using elastic joints is currently in practical use as it can cover torque up to a certain limit, but for high torque ranges above a certain level, it is necessary to create elastic joints that can absorb the torque fluctuations. At present, it has not been put into practical use due to expected difficulties.

The main purpose of the present invention is to make the meshing state of all gears exactly the same using a simple structure using screw members, even if there is a deviation in the teeth and their phases of the gears constituting the locked train due to machining errors, etc. Adjustment is made possible, and the imbalance in the load distribution of each intermediate shaft caused by gear errors during operation is equalized, and fluctuations in input torque can be effectively absorbed. An object of the present invention is to provide a transmission using a locked train that enables smooth power transmission and high power transmission efficiency.

Another object of the present invention is to improve the meshing ratio by making all the gear trains constituting the locked train helical gears, and to appropriately select the difference in thrust between the first and second stage gears. It is an object of the present invention to provide a transmission device using a locked train, which facilitates the transmission of power, improves power transmission efficiency, and makes it possible to reduce the overall size.

Still another object of the present invention is to effectively utilize hydrostatic bearings to not only eliminate uneven power transmission caused by machining errors in gears, but also to improve torque when a dog-horsepower diesel engine is used as the prime mover. It is an object of the present invention to provide a transmission using a locked train that can effectively damp resonance of torsional vibration caused by fluctuations without using an expensive elastic joint.

Yet another object of the invention is that by offsetting a portion of the thrust of the intermediate shaft, the corresponding hydrostatic bearing can be selected to be most effective, thus An object of the present invention is to provide a locked train transmission capable of improving overall efficiency.

Still another object of the present invention is to easily detect whether the load distribution of each intermediate shaft is appropriate or not using a pressure gauge provided on the elastic support means, and to easily adjust the load distribution during operation. The object of the present invention is to provide a transmission using a locked train.

The present invention achieves the above object by distributing power from an input shaft to a plurality of intermediate shafts from a first stage gear train, and transmitting power from the plurality of intermediate shafts to an output shaft by a second stage gear train. In a locked train transmission for simultaneous collective transmission, the first stage gear train and the second stage gear train are helical gears in which the torsion direction of the teeth is the same, and the first stage The helix angle α of the helical gear in the second gear train and the helix angle α' of the helical gear in the second stage gear train are set so as to partially offset the thrust in the axial direction, and the intermediate shaft Both ends of the input shaft and the input shaft are elastically supported so as to be movable in the axial direction by hydrostatic bearings, and the hydrostatic bearings maintain a substantially constant level against fluctuations in thrust by continuously supplying a predetermined pressure oil through a throttle nozzle. It forms an oil film that maintains its thickness, and is configured to receive thrust in the axial direction due to the oil film.
Further, a screw member is provided on the support portions at both ends of the intermediate shaft so as to be screwable in the axial direction of the intermediate shaft, and the screw member can press an end face of the intermediate shaft and move the position of the intermediate shaft in the axial direction. It is characterized by making it possible to adjust the phase of the teeth of the gear.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Details will be explained below with reference to embodiments of the present invention shown in the drawings.

1 to 6 show an embodiment in which a locked train transmission according to the present invention is configured as a speed reduction device.

In FIG. 1, 1 is an input shaft, and 2 is an output shaft.

The input shaft 1 is rotatably supported by a casing 3 via a plain bearing 4.degree. 5 so as to be able to move slightly in the thrust direction.

The input shaft 1 and the prime mover (not shown) may be coupled to each other as long as they have a structure that allows slight movement of the input shaft 1 in the thrust direction, such as a gear coupling.

On the other hand, the output shaft 2 is connected to the casing 3 with a bearing 6.
It is rotatably supported by 7.

A pinion helical gear 8 is fixed to the input shaft 1, and a plurality of intermediate shafts 10 are connected to the pinion helical gear 8.
A plurality of helical gears 9 fixed to each are meshed at the same time.

A plurality of intermediate shafts 10, preferably 2 to 4, are provided,
The helical gear 9 fixed to each intermediate shaft 10 has a larger number of teeth than the pinion helical gear 8, thereby decelerating the power of the input shaft 1 and distributing it to the plurality of intermediate shafts 10. .

The pinion helical gear 8 and the helical gear 9 are
It constitutes the gear train of the second stage.

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

The pinion helical gear 11 constitutes a second stage gear train that decelerates the power of the plurality of intermediate shafts 10 and collectively transmits it to the output shaft 2 at the same time.

Both ends of each intermediate shaft 10 are supported by plain bearings 13 and 14 relative to the casing 3, respectively, so as to be able to move slightly in the thrust direction.

The torsional direction of the helical gears 8 and 9 in the first stage gear train and the torsional direction of the helical gears 11 and 12 in the second stage gear train are the same direction, and the helix angle α of the helical gears 8 and 9 is the same. Helical gear 11.1
The second helix angle α' is set so that a portion of the axial thrust generated by both gear trains cancels each other out.

That is, to explain with reference to FIG. 7, the teeth 9a of the helical gear 9 in the first stage gear train receive a tangential force F by the teeth 8a of the pinion helical gear 8, and generate a thrust T in the axial direction of the intermediate shaft 10. Occur.

In addition, the teeth 11a of the pinion helical gear 11 in the second stage gear train apply a tangential force y to the teeth 12a of the helical gear 12, thereby thrusting in the axial direction of the intermediate shaft 10 in the opposite direction to the above-mentioned thrust l-T. Generates τ.

In the present invention, the thrust T and the thrust T are set so as to partially cancel each other out.

That is, as mentioned above, the thrust difference T-T' is large enough to exceed the thrust fluctuation based on the machining error of the gear,
Furthermore, it is set so that pressure changes in the pocket 34 or the spring of the hydrostatic bearing 29, which will be described later, can be measured and the hydraulic spring rigidity of the hydrostatic bearing can be obtained.

At both ends of each intermediate shaft 10, hydrostatic bearings 29 are provided, each of which is loaded with pressure oil at a constant pressure.
Details of its structure are shown in FIGS. 2-3.

Similarly, static pressure bearings 19 are provided on both sides of the input shaft 1 at the position where the pinion helical gear 8 is fixed, and the details of the structure are shown in FIGS. 5 and 6.

To explain the hydrostatic bearing 29, as shown in FIGS. 2 and 3, a disk-shaped plate member 30 is fixed to the end surface of the intermediate shaft 10 by bolts 31. As shown in FIGS.

On the other hand, a block 32 faces this plate-shaped body 30 with a small gap 37 interposed therebetween.

The block 32 is provided with a pocket 34 that opens toward the plate-shaped body 30 side, and a throttle nozzle 35 that communicates with this pocket 34 is provided at the oil supply port.

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

Further, the pocket 34 communicates with the outside via a conduit 39, and a pressure gauge 41 is provided at the end of the conduit 39 via a cock 40.

As mentioned above, the thrusts T and T' generated in the first gear train and the second gear train partially cancel each other out, and the thrust difference T and T' also compensates for thrust fluctuations due to gear machining errors. The pocket 34 of the hydrostatic bearing 29 on the side to which the thrust difference is applied is always pressurized.

Therefore, the pressure gauge 41 communicating with the pocket 34 is placed in a state where it is easy to measure pressure changes within the pocket 34.

Therefore, by monitoring this pressure gauge 41, the load distribution of each intermediate shaft 10 can be easily detected at all times.

If an abnormality in the load distribution to each intermediate shaft is detected by the pressure gauge 41, the abnormality can be corrected very easily by fine adjustment of the screw member 42, which will be described in detail later.

In addition to the Bourdon tube pressure needle, pressure gauges using electrical pressure sensing means can also be used as the pressure gauge.

The block 32 is fitted and held by a screw member 42 that is screwed into the casing 3 so that it can move forward and backward.

Therefore, when installing the block 32, the screw member 4
2, insert the screw member 42 into the casing 3.
The screw member 42 may be locked with a lock nut 43 at an appropriate position.

After installing the block 32 in this manner, a joint 33 connects a refueling conduit 36.

This oil supply conduit 36 is connected to a oil supply pump 102 driven by a motor 101, and has a hydrostatic bearing 29.
The pocket 34 is supplied with pressure oil.

Regarding the static pressure bearing 19 provided on the human power shaft 1, as shown in FIGS.
It is fixed by 21.

On the other hand, a small gap 27.2 with respect to this plate-shaped body 20.20
7 intervening between the annular blocks 22.
22 are each fixed to the casing 3 by bolts 23, 23.

The block 22.22 has an annular space pocket 24.24.
are provided, and the openings of the respective pockets 24, 24 face the plate-like bodies 20, 20.

The block 22.22 is further provided with a throttle nozzle 25.25 at the fuel inlet communicating with the pocket 24.24, through which a fuel supply conduit 26.26 is connected. ing.

After the conduits 26.26 are combined, they are connected to a refueling pump 102 which is driven by a motor 101.

The oil supply pump 102 supplies oil overflowing from the gap 2T of the hydrostatic bearing 19 and the gap 37 of the hydrostatic bearing 29 to the conduit 10.
3 and again via conduit 26.36 to the pocket 24 of the hydrostatic bearing 19 and the pocket 3 of the hydrostatic bearing 29.
4, respectively.

These hydrostatic bearings 19 and 29 elastically support the axial thrust generated in the input shaft 1 and intermediate shaft 10, respectively, by the spring action of the oil film.

The screw members 42 and 42 located at both ends of each intermediate shaft 10 are screwed into the casing 3, so that the intermediate shaft 1
It is now possible to spiral in the direction of the zero axis.

Therefore, by appropriately adjusting the screw members 42° 42 and moving the position, the end of the intermediate shaft 10 can be pressed, and the rest position of the intermediate shaft 10 can be slightly moved in the axial direction.

Therefore, if this screw member 42 is used, the meshing points of the teeth of all the gears in the first stage gear train and the second stage gear train as the initial condition before starting operation can be made completely the same with a simple structure. Not only can this be achieved, but also corrections can be easily made during operation.

To explain using the schematic diagram of FIG. 8, before the start of operation, the teeth 9a of the helical gear 9 of the first stage gear train to be rotated in the direction of arrow R, and the pinion helical gear 8.
There is a gap G between the teeth 11a of the pinion helical gear 11 of the second stage gear train and the helical gear 1.
It is assumed that there is a gap G' with a different dimension from the above gap G between the two teeth 12a.

First, in the above state, the input shaft 1 and the output shaft 2 are completely locked so that they do not rotate, and then the screws 42 and 42 at both ends of the intermediate shaft 10 are loosened, so that the intermediate shaft 10 can freely move in the axial direction. Make it.

Once the above preparations are completed, use a torque wrench set to a constant torque value to rotate the screw member 42 located on the left side of the intermediate shaft 10 in FIG. let

When the torque of the screw member 42 reaches the torque value set with the torque wrench, the screw member 42 will no longer rotate. Return as much as possible to create a small gap necessary for forming an oil film, and then tighten the screw member 4 with the lock nut 43.
2 to lock it in that position.

After locking the left screw member, next tighten the right screw member 4.
2 toward the intermediate shaft 10, and when the hydrostatic bearing 29 comes into contact with the end surface of the intermediate shaft 10, a small gap necessary for oil film formation is created between the hydrostatic bearing end surface and the intermediate shaft in the same way as above. , and then tighten the screw member 42 with the lock nut 43.
It locks in the same way.

That is, in the above operation, as shown in FIG. 8, the intermediate shaft 10 first moves in the direction of arrow AB until the teeth 9a of the helical gear 9 come into contact with the teeth 8a of the pinion helical gear 8.

After the teeth 9a abut against the teeth 8a, when the intermediate shaft 10 continues to be pushed toward the right side, the teeth 9a slide in the direction of arrow B-C along the inclined surface of the teeth 8a, so that the helical gear 9
continues to move to the right while rotating in the R direction.

Here, in this embodiment, since the helix angle α of the helical gear 8°9 of the first stage gear train is larger than the helix angle α' of the helical gear 11, 12 of the second stage gear train, The teeth 11a of the pinion helical gear 11 in the second stage gear train come into contact with the teeth 12a of the helical gear 12 due to rotation in the direction of arrow B-D, resulting in their rotational movement being blocked.

That is, the teeth 8a and 9a, and the teeth 11a and 12a of the respective helical gears in both the first-stage gear train and the second-stage gear train are simultaneously brought into meshing contact and phase aligned.

When this state is reached, the torque wrench reaches the set torque value and simply rotates idly relative to the screw member 42.

Conversely, if the intermediate shaft is moved to the left, the above relationship will be reversed, and in this case, the rotation of the intermediate shaft accompanying the movement will be caused by α', so tooth 9a will move away from tooth 8a. become.

That is, if you move it to the right, it becomes locked, and if you move it to the left, it becomes loose.

By similarly performing the above operation on the remaining intermediate shafts, the phases of the teeth of all the gears constituting the locked train can be matched.

In this way, if the phase is matched as an initial condition, the uneven distribution of power transmission that occurs to each intermediate shaft in subsequent operations will be substantially only due to machining errors of the gears.

In addition, when moving the intermediate shaft in the axial direction, the mesh will be locked in one direction, and the mesh will separate in the opposite direction. Unequal distribution of power transmission due to gear errors can be completely avoided.

Now, when the above-mentioned transmission is operated, if there is a machining error in the gears, uneven distribution of load will occur on each intermediate shaft 10 of the locked train, and uneven thrust in the axial direction will occur on each intermediate shaft 10. However, this thrust is absorbed by the hydraulic spring action of the hydrostatic bearing 29 described above, and the uneven distribution of the load is corrected.

Therefore, smooth power transmission by the locked train becomes possible, and high power transmission efficiency is obtained.

The oil film in hydrostatic bearings differs from the naturally occurring oil film that occurs in general plain bearings, etc., in that the size can be arbitrarily selected depending on the magnitude of thrust, and the pressure oil load caused by the pump and the oil filler port Because the oil film rigidity can be optimally determined in advance by the effect of the throttle nozzle etc. installed in the engine, a wide range of adjustment is possible, and the effect is particularly great when applied to large horsepower transmissions.

In addition, hydrostatic bearings do not cause fatigue like mechanical springs do, so from this point of view as well, they are very effective for high horsepower applications.

In addition, unlike mechanical springs, hydrostatic bearings do not have their elastic force change depending on the amount of deformation (strain), and instead have a hydraulic spring action that always responds to fluctuations in thrust. This allows for extremely stable thrust fluctuation adjustment.

In addition, in the transmission device of the present invention, both the first stage gear train and the second stage gear train are constituted by helical gears having the same twist direction, and the helical angles α and α' of the helical gears in both gear trains are different from each other. Since the axial thrusts of the intermediate shaft are set to cancel each other out, the static pressure bearing 29 only needs to support the difference between the two thrusts.

Hydrostatic bearings 29 are provided at both ends of the intermediate shaft 10, and
Furthermore, the input shaft 1, which is movable in the axial direction, also has a static pressure bearing 1.
9, the device not only corrects the unequal distribution of loads on each intermediate shaft 10, but also simultaneously damps large torque fluctuations caused by resonance of torsional vibrations based on torque fluctuations of the prime mover. I can do it.

In other words, torque fluctuations generated in the prime mover are caused by the input shaft 1 and the intermediate shaft 1 in the gear train of the first stage helical gear.
0 thrust, but this fluctuation occurs due to the gap 27 between the static pressure bearings 19 and 29 and the plate-shaped body 20.
3T, that is, the oil film thickness will automatically change and be absorbed.

At this time, the ratio of the amount of thrust fluctuation to the mass of the object slightly moving in the thrust direction is clearly larger for the input shaft 1 than for the intermediate shaft 10 due to only one small pinion helical gear.
Fluctuations in the thrust direction of the input shaft 1 are highly followable.

Therefore, most of the fluctuation torque is absorbed by the fluctuation of the human power shaft 1, and the intermediate shaft plays an auxiliary role.

As mentioned above, the pressure gauges 41 and 41' are for detecting the pressure inside the pocket 34 of the hydrostatic bearing 29, and the pressure inside the pocket can be detected by opening the cock 40 during operation.
It becomes possible to read the load sharing of each intermediate shaft 10.

When there is an intermediate shaft with an uneven load, by rotating the screw member 42 corresponding to the intermediate shaft and moving it forward and backward in the axial direction, the intermediate shaft can be moved in the axial direction and the equal distribution of the load can be completely adjusted. can do.

As described above, according to the locked train transmission of the present invention, the wax angle α of the helical gear in the first stage gear train and the helical gear in the first stage gear train have the same twisting direction. By setting the wax angle d of the helical gear in the second stage gear train so as to offset a portion of the axial thrust of the intermediate shaft, the hydrostatic bearing has a thrust that is convenient for absorbing fluctuations in input torque. It becomes possible to accommodate the difference.

Furthermore, by providing threaded members on the support parts at both ends of the intermediate shaft, the intermediate shaft can be moved in the axial direction, resulting in a simple structure that is completely different from conventional ideas. It is possible to set all the meshing points of the gears of the second gear train and the second stage gear train to the same meshing contact state with a simple operation in advance, and also to prevent unequal loads on each intermediate shaft during operation. The distribution can be modified to achieve smooth power transmission and high power transmission efficiency.

Furthermore, since the thrust of the intermediate shaft is received by a hydrostatic bearing, it can be set over a wide range with its hydraulic spring action, making it possible to obtain smooth power transmission with a compact configuration even in large horsepower transmissions. .

In addition, the input shaft is movable in the axial direction, and the axial thrust of this input shaft is also received by hydrostatic bearings, so the unequal distribution of load to each intermediate shaft is corrected and smooth power transmission is achieved. At the same time, it becomes possible to damp torsional vibration resonance caused by torque fluctuations of the prime mover without using expensive elastic joints or the like, and with a compact configuration.

In addition, if a pressure gauge is installed on the static pressure bearing installed on the intermediate shaft, it will be easier to detect the thrust difference where the axial thrust of the intermediate shaft is partially offset as described above. This makes it extremely easy to correct and adjust the load distribution.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view of a transmission device according to an embodiment of the present invention;
2 is a longitudinal cross-sectional view of a hydrostatic bearing at the end of the intermediate shaft in the same device, FIG. 3 is a cross-sectional view taken along the line ■-■ in FIG. 2, and FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 2. FIG. 5 is a longitudinal sectional view of the hydrostatic bearing of the input shaft in the above device, and FIG. 6 is a sectional view taken along line Vll-VI in FIG. Fig. 7 is a schematic diagram illustrating the force balance situation on the intermediate shaft of the above device, and Fig. 8 is a schematic diagram illustrating the phasing operation of gear teeth as the initial condition of the above device. ... Output shaft, 3... Casing, 8... Pinion helical gear, 9... Helical gear, 10...
Intermediate shaft, 11...Pinion gear, 12...
Helical gear, 19, 29...static pressure bearing, 42...
・Screw member, 43...Lock nut.

Claims (1)

[Claims] 1. The power of the human power shaft is distributed to a plurality of intermediate shafts by a first-stage gear train, and the power of the plurality of intermediate shafts is simultaneously collectively transmitted to the output shaft by a second-stage gear train. In a transmission using a locked train, the first stage gear train and the second stage gear train are helical gears in which the torsion direction of the teeth is the same, and the first stage gear train The helix angle α of the helical gear in the row and the second
The helix angle α' of the helical gear in the gear train of the third stage is set so that a part of the thrust in the axial direction cancels each other, and both ends of the intermediate shaft and the input shaft are moved in the axial direction by hydrostatic bearings. By continuously supplying a predetermined pressure oil through a throttle nozzle, the hydrostatic bearing forms an oil film that maintains a constant thickness against thrust fluctuations, and this oil film allows the shaft to The screw member is configured to receive a thrust in the direction, and a screw member is provided on the support portions at both ends of the intermediate shaft so as to be able to be screwed in the axial direction of the intermediate shaft, and the end face of the intermediate shaft is pressed by screwing of the screw member. A transmission using a locked train, characterized in that the position of the intermediate shaft is moved in the axial direction so that it hangs, thereby making it possible to adjust the phase of the teeth of the gear. 2. A locked train transmission according to claim 1, wherein the locked train is a speed reduction mechanism. 3. The locked train transmission according to claim 1, wherein the locked train is a speed increasing mechanism.