JPS597060B2 - Power transmission device using locked train - Google Patents

Description

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

More specifically, the present invention relates to a power transmission device using a locked train that absorbs torque fluctuations generated by a prime mover and also eliminates uneven power transmission caused by machining errors in gears.

When a prime mover with torque fluctuations, such as a diesel engine, is connected to a reduction gear, the resonance point of torsional vibration due to torque fluctuation occurs at a certain rotation speed, so there is generally a gap between the prime mover and the reduction gear. An elastic joint is used to absorb torque fluctuations.

In other words, at the resonance point of torsional vibration, a force several times the normal transmission torque is applied to the tooth surface of the gear, which would damage the shaft or gear without an elastic joint.

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

However, methods using elastic joints are currently in practical use and can cover torques up to a certain limit, but for those in a high torque range above a certain level, it is necessary to create elastic joints that can absorb the torque fluctuations. Currently, it has not been put into practical use due to the expected difficulties in doing so.

On the other hand, in a locked train, 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 dog horsepower, especially as a speed reducer.

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 is also advantageous in reducing noise. This is because it has the following characteristics.

However, the above-mentioned locked train has a configuration in which power is simultaneously transmitted from one input shaft to several intermediate shafts, and the power from these 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, each gear in the first and second stage gear trains must mesh properly at all times to ensure that the load is not 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 uneven loads on each intermediate shaft, and unless this is resolved, power transmission will become uneven.

The purpose of the present invention is to solve the above-mentioned problems of torsional vibration resonance and unequal distribution of loads on each intermediate shaft of a locked train by combining a static pressure bearing with a locked train. It does not require the use of expensive elastic joints, and allows damping of torque fluctuations in the prime mover with a simple and wide degree of freedom of adjustment.Moreover, it eliminates uneven load distribution caused by gear machining errors and provides smooth damping. It is an object of the present invention to provide a power transmission device using a compact locked train that also enables efficient power transmission.

The locked train power transmission device of the present invention which achieves the above object distributes the power of an input shaft to a plurality of intermediate shafts by a first stage gear train, and distributes the power of the plurality of intermediate shafts to a second stage gear train.
In a locked train power transmission device in which power is simultaneously collectively transmitted to an output shaft by gear trains in the first stage, the first stage gear train is configured as a helical gear, and the second stage gear train is configured as a spur gear, The input shaft and the intermediate shaft are supported movably in the thrust direction, and the input shaft and the intermediate shaft are equipped with a throttle nozzle at the oil supply port and receive a force in the thrust direction from a hydrostatic bearing that is loaded with a predetermined pressure oil. It is characterized by being provided as follows.

That is, the present invention replaces fluctuations in the rotational torque transmitted to the input shaft with fluctuations in the force in the thrust direction via the heel gear of the first stage gear train, and converts the fluctuations in the force in the thrust direction to the static pressure bearing. By splitting the load between several intermediate shafts, the mass of the vibrating member is reduced as much as possible and its followability is improved, and the unequal distribution of load in the locked train due to gear machining errors is also reduced. By doing so, we can create an extremely compact power transmission device that does not require elastic joints even in extremely high torque ranges.

This is because the oil film in hydrostatic bearings is different from the naturally occurring oil film that occurs in general plain bearings, and the rigidity of the oil film can be adjusted arbitrarily by the pressure oil load from the pump and the effects of the throttle nozzle installed at the oil filler port. Because it is possible to
This is because when the oil film is used to support force in the thrust direction, the oil film rigidity can be set to be most effective in damping vibrations.

In addition, the spring stiffness of the oil film can be varied over a wide range by changing the pressure of the pressurized oil from the pump, the degree of aperture of the throttle nozzle, the size of the pocket, etc., so it is easy to obtain a wide degree of adjustment freedom. Because you can.

Hereinafter, the present invention will be explained using actual cases shown in the figures.

The figure shows a power transmission device comprising a locked train of the present invention configured as a speed reducer.

In the figure, 1 is an input shaft, and 2 is an output shaft.

The input shaft 1 is rotatably supported by a casing 3 via plain bearings 4 and 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 has a bearing 6,
It is rotatably supported by 7.

A pinion hem cal gear 8 is fixed to the input shaft 1, and a plurality of hem cal gears 9 fixed to an intermediate shaft 10 are simultaneously engaged with the pinion hem cal gear 8.

The intermediate shaft 10 is preferably provided with 2 to 4 bells,
The helical gears 9 fixed to each intermediate shaft 10 have a larger number of teeth than the pinion helical gears 8, so that the power of the input shaft 1 is decelerated and distributed to each of the intermediate shafts 10. There is.

This pinion Heri Karugya 8 and Heri Karugya 9 are the first
It constitutes the gear train of the second stage.

A pinion spur gear 11 is fixed to the other end side of each of the intermediate shafts 10, and the pinion spur gears 11 of the several clutches mesh with a spur gear 12 fixed to the output shaft 2 at the same time.

The binion spur gear 11 constitutes a second stage gear train that reduces the power of several 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 with respect to the casing 3, respectively, so that they can move slightly in the thrust direction.

Hydrostatic bearings 19 and 19' are provided on both sides of the input shaft 1 to which the binion edge cal gear 8 is fixed, and are loaded with pressurized oil at a constant pressure.

The hydrostatic bearings 19, 19' are shown in detail in FIGS. 2 and 3.

That is, annular plate bodies 20 and 20' are fixed to both sides of the binion hemlock gear 8 by bolts 21 and 21', respectively.

On the other hand, a small gap 27,
27' is interposed between the annular blocks 22 and 22.
The three blocks 22, 22', which are fixed to the casing 3 by bolts 23, 23', are provided with annular space pockets 24, 24', and the openings of these pockets 24, 24' are connected to the plate-shaped body 20. It is designed to face .20'.

The blocks 22, 22' also have pockets 24, 24'.
Throttle nozzles 25, 25' are provided at the oil supply ports communicating with the oil supply ports, and oil supply conduits 26, 26' are further connected through these throttle nozzles 25, 25'.

Of the conduits 26 and 26', conduit 26 is connected to a fuel pump 102 driven by a moke 101, and conduit 26' is connected to a fuel pump 102' driven by a motor 101'.

The oil supply pump 102 operates when the input shaft 1 rotates normally to supply pressure oil to the hydrostatic bearings 19 and 29.
' is activated when the input shaft 1 reverses rotation and transfers pressure oil to the hydrostatic bearing 19'.
and 29'.

The hydrostatic bearing 19 or 19' is supplied with pressure oil into the pockets 24, 24' so that the opposite plate-shaped body 20 or 2
0', and receives fluctuations in the force in the thrust direction generated on the input shaft 1 due to the engagement of the pinion edge gear 8 and helical gear 9.

On the other hand, hydrostatic bearings 29 and 29' are similarly provided at both ends of each intermediate shaft 10, respectively.

The hydrostatic bearings 29, 29' are shown in detail in Figures 4 and 5.
(The hydrostatic bearing 29' is shown as a representative because both 29 and 29' have the same structure.)

That is, a disk-shaped plate member 30' is fixed to the end surface of the intermediate shaft 10 by bolts 31.

On the other hand, a block 32' is opposed to 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', and is further provided with a throttle nozzle 35' that communicates with the pocket 34' of the fuel filler port.

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

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

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

Therefore, when installing the block 32', the screw member 42' is screwed into the casing 3 while being fitted and held in the screw member 42', and the screw member 42' is locked with the lock nut 43' at the proper position. Just do it.

After installing such a block 32', the joint 33'
The oil supply conduit 36' is connected to the oil supply conduit 36'.

A conduit 36' for supplying oil to the hydrostatic bearing 29' is connected to an oil supply pump 102' that operates when the input shaft 1 is reversed.

On the other hand, a static pressure bearing 2 provided at the other end of the intermediate shaft 10
9 also has the same configuration as the static pressure bearing 29',
The oil supply conduit 36 is connected to an oil supply pump 102 that operates when the input shaft 1 rotates in the forward direction.

Similarly, a Bourdon tube pressure gauge 40 is provided in the conduit 39 via a socket 40.

That is, since the pressure in the pocket changes according to the thrust of the intermediate shaft, which is a feature of hydrostatic bearings, the pressures of each intermediate shaft can be compared, and unequal distribution of loads can be corrected during operation.

Next, the operation of the power transmission device described above will be explained.

In the power transmission device described above, when the input shaft 1 is driven in the forward rotation direction by the prime mover, the input shaft 1 has a rightward rotation in FIG. The thrust force is applied, and the intermediate shaft 10
On the contrary, the thrust force to the left is energized.

During this normal rotation, the oil supply pump 102' is inactive and the oil supply pump 102 is in operation, so that the static pressure bearings 19 and 29 are loaded with pressure oil and are in balance with the above-mentioned thrust forces.

In hydrostatic bearings equipped with a throttle nozzle, the stiffness of the spring action of the oil film is non-linear, which is convenient for absorbing vibrations, so it is possible to simultaneously absorb thrust fluctuations due to torsional vibration and thrust fluctuations due to machining errors. It's alleviation.

Torque fluctuations generated in the prime mover appear as fluctuations in the thrust of the input shaft 1 and the intermediate shaft 10 in the gear train of the first-stage helical gear, but this fluctuation is caused by the static pressure bearing 19.
, 29 are absorbed by the gaps 27, 37 with the plate-like bodies 20, 30, that is, the oil film thickness automatically changes.

At this time, the ratio of the amount of thrust variation to the mass of the object that slightly moves in the thrust direction is clearly larger for the input shaft 1 with only one small pinion and heel gear than the intermediate shaft 10, so the thrust direction variation of the input shaft 1 has great followability.

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

In addition, the uneven distribution of the load to each intermediate shaft 10 that occurs in the locked train due to the machining error of the gear appears as an uneven thrust of each intermediate shaft 10, but the oil film of the hydrostatic bearing 29 described above is The spring action absorbs this and enables smooth power transmission.

In addition, since static pressure bearings do not have the equivalent of fatigue like mechanical springs, they can adequately handle even when high horsepower is applied.

Bourdon tube pressure gauges 41, 41' are equipped with static pressure bearings 29, 29'
This is to detect the pressure in the pockets 34, 34', and by opening the cocks 40, 40' during operation, it is possible to know the pocket pressure and read the load sharing of each intermediate shaft 10. .

If there is an intermediate shaft with an uneven load, the intermediate shaft can be moved in the axial direction by rotating the screw members 42, 42' corresponding to the intermediate shaft to move it forward and backward in the axial direction, thereby distributing the load evenly. Adjust completely. I can do that.

Contrary to the above, when the input shaft 1 is driven in reverse, the first
The input shaft 1 and the intermediate shaft 1 are connected by the gear train of the edge of the stage.
0, a thrust occurs in the opposite direction to the above,
In this case, by operating the oil supply pump 102',
Similar effects can be obtained by the action of the hydrostatic bearings 19', 29'.

The damping effect of fluctuating torque by a hydrostatic bearing can be achieved by optimally setting the rigidity of its oil film.

That is, a major feature is that the oil film thickness and rigidity can be optimally set each time by arbitrarily selecting the pressure from the oil supply pump and the sizes of the throttle nozzle and pocket portion in terms of design.

Further, according to the above-described device, the axial position of the intermediate shaft 10 can be adjusted by minute movement of the screw members 42, 42'.

That is, by adjusting the rotation of the screw members 42, 42' as appropriate to move the position relative to the casing 3, and moving the resting position of the intermediate shaft 10 in the axial direction, the first stage gear train as the initial condition is adjusted. The meshing points of all the gears in the second stage gear train can be brought into perfect contact even if there is a machining error in the tooth phase.

The initial operation of such meshing contact can be easily performed by rotating the threaded member 42 or 42' using a torque wrench set to a constant torque value until it stops rotating.

Note that the above actual case was explained for the case of a reducer, but
The present invention is also applicable to a speed increaser.

As described above, in the locked train power transmission device of the present invention, the power of the input shaft is distributed to the plurality of intermediate shafts by the first stage gear train, and the power of the plurality of intermediate shafts is distributed to the second stage. In the power transmission device using a locked train, the power transmission device is configured to collectively transmit power to an output shaft simultaneously by a gear train of the first and second gears.
The gear train in the first stage is configured as a helical gear, the gear train in the second stage is configured as a spur gear, the input shaft and the intermediate shaft are supported movably in the thrust direction, and a throttle nozzle is provided on the input shaft and the intermediate shaft. A hydrostatic bearing installed at the oil filler port and loaded with a predetermined amount of pressure oil is installed to receive the force in the thrust direction. It is a compact device that can easily and widely damp the torque fluctuations of the prime mover with a wide degree of freedom of adjustment, and at the same time eliminates uneven load distribution caused by gear machining errors and enables smooth power transmission. can be provided.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal cross-sectional view of a device comprising an actual example of the present invention, and FIG.
The figure is a longitudinal sectional view of the main part of the input shaft of the same device, FIG. 3 is a sectional view taken along the line A-A in FIG. 2, and FIG. Figure 5 is B-B in Figure 4.
6 is a sectional view taken along the line CC in FIG. 4. 1...Input shaft, 2...Output shaft, 3...
...Casing, 4, 5, 13, 14...
Plain bearing, 8...Pinion Heri Karugya, 9...Heri Karugya, 11...
Pinion spur gear, 12... Snow gear,
19, 19', 29.29'...static pressure bearing, 2
4.24', 34.34'・・・Pocket, 25
, 25', 35, 35'... Throttle nozzle, 26, 26', 36, 36'... Conduit, 10
2,102'...Oil supply pump.

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 the desired power transmission device using a locked train, the first stage gear train is configured as a helical gear, the second stage gear train is configured as a spur gear, and the input shaft and intermediate shaft are moved in the thrust direction. The input shaft and the intermediate shaft are provided with static pressure bearings that are equipped with a throttle nozzle at the oil supply port and that are loaded with a predetermined amount of pressure oil so as to receive a force in the thrust direction. A power transmission device using a train. 2. A power transmission device using a bottled train according to claim 1, wherein the hydrostatic bearing comprises a fuel filler port equipped with a throttle nozzle and a pocket having an opening facing in the thrust direction.