JP4383569B2 - Casing structure of the speed reducer subjected to thrust load - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a casing structure of a speed reduction unit used in an extruder, an injection molding machine, and the like, and more particularly to a casing structure of a speed reduction unit in which a thrust load due to a screw or the like is generated on an output shaft.
[0002]
[Prior art]
Conventionally, there is a casing structure of a speed reducer that receives a thrust load as shown in FIG.
[0003]
FIG. 6 shows an extrusion system comprising a motor part M including a motor m as a power generation source, a speed reducing part R for decelerating the rotation of the motor m, and a screw part S for outputting the speed reduced from the speed reducing part R. It is sectional drawing showing the system for machines.
[0004]
A motor pulley 105 is connected to the tip of the motor shaft 104 of the motor m. A belt 101 is hung on the motor pulley 105, and the rotation of the motor m is transmitted to a speed reducer pulley 107 connected to the tip of the input shaft 103 of the speed reducing portion R.
[0005]
FIG. 7 is an enlarged view of the deceleration portion R.
[0006]
In FIG. 7, reference numeral 103 denotes an input shaft that receives rotation by the motor m described above, and reference numeral 106 denotes a bearing that makes the input shaft 103 rotatable and supports it. A first gear 109 is incorporated in the input shaft 103. The first gear 109 meshes with a second gear 119 that is disposed in parallel to the input shaft 103 and is incorporated in a pinion shaft 117 that is rotatable by a bearing 115.
[0007]
The pinion shaft 117 incorporates a third gear 121 in addition to the second gear 119. The third gear 121 is arranged in parallel with the input shaft 103 and the pinion shaft 117, and meshes with a bearing 139 and a fourth gear 123 incorporated in an output shaft 125 that is rotatable by a thrust bearing 127. The output shaft 125 is connected to a screw 129 that is rotatable with respect to the bearing 137 so as to output rotation.
[0008]
The speed reduction part R is entirely covered with a speed reduction part casing 135.
[0009]
FIG. 8 is an enlarged view of the screw part S. FIG.
[0010]
In FIG. 8, reference numeral 133 denotes a screw casing 133 that covers the outer periphery of the screw 129.
[0011]
A screw mount 131 for fixing the screw 133 to the ground part (or a fixing member fixed on the ground) Ea is provided at the lower part of the screw casing 133, and the raw material G of the product is provided at the upper part. Is provided.
[0012]
In such a system, the raw material G is fed from the hopper 141, and the screw 129 rotates to mix the raw material G and send it to a mold (not shown) in the next stroke.
[0013]
When the screw 129 rotates, the raw material G is sent to the mold on the left side of the paper in the next stroke. At this time, the thrust 129 is pushed rightward on the paper surface in order to push the raw material G to the left side of the paper surface. F is generated.
[0014]
Returning to FIG. 6, the thrust load F generated by the rotation of the screw 129 is transmitted to the output shaft 125 connected to the screw 129. However, a gear (fourth gear 125) is incorporated in the output shaft, and inconvenience occurs when the thrust load F is received. Therefore, the thrust load F is received by the thrust bearing 127.
[0015]
The thrust bearing 127 is housed in the speed reduction unit casing 135, and the speed reduction unit casing 135 is connected to the screw casing 133. Therefore, the reaction force P of the thrust load F received by the screw 129 is received by the screw mount 131 connected to the ground via the thrust bearing 127, the speed reduction unit casing 135, and the screw casing 133.
[0016]
[Problems to be solved by the invention]
However, the casing structure of the speed reducing portion R that receives such a thrust load F has the following problems.
[0017]
In recent years, there has been a demand from users for downsizing and higher performance of mechanical devices, and at the same time, there has been a demand for cost reduction of mechanical devices.
[0018]
As the user's needs, when the user produces a product, the speed reducer R must have sufficient ability to produce the product, and it is required to have an optimum ability not more than that for cost reduction. Is done.
[0019]
The screw casing 133 and the speed reducer casing 135 have a structure that can be divided, which is effective when it is desired to change the size of the screw 129 or to change the transmission torque by changing the speed reduction ratio of the speed reducer. .
[0020]
However, the thrust bearing 127 that receives the thrust load F from the screw 129 is provided with a thrust bearing (only one type) having a large allowable capacity so that the thrust load does not exceed the allowable capacity in advance as one part of the reduction gear. When the thrust load F is small, the performance of the thrust bearing 127 is overspec. Further, since the thrust bearing 127 has always been considered as a part of the speed reducer in a set with the speed reduction portion casing, changing the thrust bearing 127 means that the size of the speed reduction portion R is changed as it is. A design change was requested.
[0021]
The present invention has been made in view of the above-described conventional problems, and by reducing the cost by making it possible to select an optimum thrust bearing for the thrust load requested by the user, the thrust bearing is provided. It is possible to share other parts of the speed reducer, making the necessary and sufficient performance for the combination of transmission torque and thrust load performance, reducing the cost, It is an object of the present invention to provide a casing structure for a speed reducing portion that receives a thrust load capable of minimizing the size and weight.
[0022]
[Means for Solving the Problems]
The invention according to claim 1 is a reduction part having an output shaft rotatably supported by a thrust bearing, a reduction part casing that houses the reduction part, a thrust force generation source connected to the output shaft, And a thrust force generation source side first casing that includes the thrust bearing, and a thrust that does not include the thrust bearing. The above-described problem is solved by making it possible to divide into the second casing opposite to the force generation source.
[0023]
In this type of casing structure, the request for changing the thrust bearing, which varies depending on the application, is greater than the request for changing the reduction ratio of the speed reduction unit, and it is necessary to change the thrust bearing. It has been noted that it is not always necessary to change the speed reduction portion accordingly.
[0024]
By configuring as described above, by changing the first casing provided with the thrust bearing having a different allowable range depending on the magnitude of the thrust load from the thrust force generation source, without changing the transmission torque, that is, It is possible to supply a product (reduction gear) having a more optimal thrust load with respect to a user's request without changing other parts of the reduction gear. Therefore, it is possible to prevent the thrust bearing from becoming over-spec with respect to the thrust load, thereby realizing cost reduction.
[0025]
According to a second aspect of the present invention, in the first aspect, the thrust force generation source is a screw that receives a thrust force from the outside by rotating, and is coupled to the speed reduction unit casing and accommodates the screw. And a screw casing capable of transmitting and receiving a reaction force against a thrust load generated in the screw from the ground or a fixed member via the thrust bearing of the output shaft and the speed reduction part casing, and the speed reduction part casing is provided with the thrust bearing. The above-mentioned problem was solved in the same manner by dividing the first casing on the screw casing side including the thrust bearing and the second casing on the opposite side of the screw casing not including the thrust bearing. Is.
[0026]
This is a more specific embodiment of the invention of claim 1.
[0027]
In addition, the screw here is a thing of the structure which scrapes out an object or a substance, etc., specifically by rotating a screw like what is generally known. At this time, if the screw is restricted from moving in the axial direction and is rotatable in the radial direction, a thrust load is generated in the screw due to action and reaction. That is, the “thrust force generation source” described in claim 1 specifically means “screw”.
[0028]
The effect is the same as that of the first aspect.
[0029]
According to a third aspect of the present invention, in the first or second aspect, the second casing is a single member, and a plurality of the first casings are prepared as various members. The above-mentioned problem is similarly solved by making the joint dimension of the joint portion of the casing to the second casing common and allowing any first casing to be joined to the second casing.
[0030]
In this way, by changing only the casing (first casing) having different allowable thrust performance without changing the transmission torque (second casing), the optimum product (reduction gear) for the user's request can be obtained. ) Can be provided. In addition, since the joint dimensions of the joint portions of the first casing and the second casing are shared, an increase in the number of parts can be minimized with respect to the combination of the transmission torque and the allowable thrust performance.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0032]
2 and 3 are cross-sectional views of the casing structure of the speed reducing unit r that receives the thrust load according to the embodiment of the present invention.
[0033]
The power transmission structure of the speed reduction unit r is basically the same as the power transmission structure of the speed reduction unit R described with reference to FIGS. In the figure, the same number is assigned to the last two digits of the code for the sake of simple explanation.
[0034]
In the present embodiment, the motor part M in FIG. 7 and the screw part S in FIG. 9 described in “Prior Art” can be applied to the same configuration, and therefore, a duplicate description is omitted here. In addition, the same reference numerals are used as they are.
[0035]
First, the casing structure diagram of FIG. 2 will be described.
[0036]
In FIG. 2, reference numeral 27 denotes a thrust bearing, and reference numeral 25 denotes an output shaft that is rotatably supported by the thrust bearing 27. As shown in the figure, the speed reducing portion r having such a configuration includes a second casing 34 that houses a portion that is decelerated by a gear or the like, a thrust bearing 27, a screw (thrust force generating source) 129, and a connecting portion of the output shaft 25. Are covered by two casings of a first casing 36 that accommodates and the like.
[0037]
In FIG. 2, the reaction force P against the thrust load F generated from the screw 129 is used.
[0038]
A reaction force P against the thrust load F can be transmitted and received from the ground or a fixed member via a thrust bearing 27 of the output shaft 25 and a speed reduction portion casing (not shown in FIG. 2, but refer to FIG. 6). 133 is transmitted.
[0039]
The thrust bearing 27 is installed so that the thrust load from the screw 129 can be allowed to the maximum Fmax.
[0040]
Further, in the present embodiment, unlike the “conventional technology”, the speed reduction casing that surrounds the speed reduction portion R is not an integral structure, but the thrust casing 27 is a boundary on the screw casing 133 side including the thrust bearing 27 ( The first casing 36 on the thrust force generation source side) and the second casing 34 on the opposite side (opposite side to the thrust force generation source) that does not include the thrust bearing 27 are configured to be separable. .
[0041]
This is to make it possible to change only the thrust bearing and its surroundings in response to a request for changing the thrust bearing that changes depending on the application.
[0042]
The joining surface 36a of the first casing 36 with respect to the second casing 34 and the joining end surface 34a of the second casing 34 on the first casing 36 side have a shape that can be divided and joined to each other (detailed later).
[0043]
Incidentally, as described above, conventionally, as described with reference to FIG. 7, when the screw 129 rotates, a thrust load F is generated from the screw 129, and the output shaft that receives the thrust load F is received by the thrust bearing 127. Only one type of thrust bearing 127 is set, and the thrust load 127 has a high allowable load capacity so that the thrust bearing 127 can withstand a large thrust load in advance so that the thrust load 127 does not become insufficiently allowable. ) Thrust bearing was set.
[0044]
In the present embodiment, the second casing 34 is a single member, and the first casing having a thrust bearing having various permissible capacities is a variety of members (for example, 36, 36 ′, 36 ″, etc.). A plurality of reduction gears r are prepared which can be changed to various thrust bearings having different permissible capacities depending on the magnitude of the thrust load.
[0045]
At that time, the joint surfaces 36a, 36a ′, 36a ″, etc. of the plurality of first casings 36, 36 ′, 36 ″,... Prepared with respect to the second casing 34 and the side of the second casing 34 on the first casing 36 side. The joining end faces 34a, 34a ′, 34a ″... Can be divided and joined to each other so that the first casing and the second casing can be divided and joined.
[0046]
Here, an example in which the first casing 36 ′ as an example of the plurality of first casings 36, 36 ′, 36 ″... Prepared is employed will be described with reference to FIG.
[0047]
3 is composed of the same parts as those in FIG. 2 with respect to the second casing and the inside of the speed reduction unit r1, and therefore, the same portions are only given the same reference numerals and the description thereof is omitted.
[0048]
FIG. 3 differs from FIG. 2 mainly in the thrust bearing, its peripheral components, and the thrust load F ′ (F> F ′) acting on the thrust bearing.
[0049]
Therefore, in FIG. 3, a thrust bearing 27 ′ having a different size from that of FIG. 2 is employed. That is, since the thrust load F ′ acting on the thrust bearing 27 ′ in FIG. 3 is smaller than the thrust load F acting on the thrust bearing 27 in FIG. 2, the thrust bearing 27 ′ in FIG. A small thrust bearing is used.
[0050]
By the way, if only a thrust bearing with a different thrust load is employed as it is, the thrust bearing has been always considered as a set with the speed reduction part casing as a part of the speed reducer, so the size of the speed reduction part r itself can be changed. Therefore, a large design change is required, which causes an increase in cost.
[0051]
Therefore, in FIG. 3, as in FIG. 2, the joining surface 36 a ′ of the first casing 36 ′ with respect to the second casing 34 and the joining end surface 34 a ′ of the second casing 34 on the first casing 36 side are separated from each other. And it is set as the shape which can be joined and it can be divided and joined to the 1st casing and the 2nd casing.
[0052]
Here, a specific description thereof will be described with reference to FIG.
[0053]
FIG. 1 is a diagram in which the lower half of the output shaft 25 is the first casing 36 ′ and the inside thereof in FIG. 2, and the upper half of the output shaft 25 is a combination of the first casing 36 and the inside thereof in FIG. 3. 4 and 5, the lower half of the output shaft 25 is constituted by the speed reducer shown in FIG. 2, and the upper half of the output shaft 25 is constituted by the speed reducer shown in FIG. 3, and FIG. FIG. 5 is a plan view of the appearance in FIG. 1 viewed from the left side, and FIG. 5 is a front view in FIG.
[0054]
In FIG. 1, the size of the thrust bearing is different between the upper half and the lower half of the output shaft 25, as is apparent from the figure. This is because the thrust bearing corresponding to the magnitude of the thrust load from the screw 129 is employed as described above.
[0055]
In FIG. 1, the second casing 34 and the inside thereof are the same as described above, and the first casings 36 and 36 ′ and the inside thereof are different.
[0056]
That is, the upper half and the lower half of the output shaft 25 have different thrust loads F and F ′, thrust bearings 27 and 27 ′, first casings 36 and 36 ′, and the second casing 34 is common.
[0057]
Further, the joint surfaces 36a, 36a 'of the first casings 36, 36' with respect to the second casing 34 and the joint end surfaces 34a, 34a 'on the first casing 36, 36' side of the second casing 34 are common to each other.
[0058]
That is, 36 ≠ 36 ′ (first casing), 27 ≠ 27 ′ (thrust bearing), F ≠ F ′ (thrust load), 34 = 34 (second casing), and 36a = 36a ′ (first casing) The joint surface with respect to the second casing) and 34a = 34a ′ (joint surface with respect to the first casing of the second casing).
[0059]
As described above, by preparing the second casing 34 as a single member and preparing a plurality of first casings as various members 27, 27 ′, 27 ″..., More necessary and sufficient performance for the user's request. Therefore, it is possible to prevent the thrust bearing from becoming over-spec with respect to the thrust load. In addition, the cost can be reduced and the overall size and weight can be minimized.
[0060]
Furthermore, the joint dimensions of the joints of the plurality of prepared first casings to the second casing are made common, and any first casing can be joined to the second casing, thereby transmitting torque (second casing). By changing only the casing (first casing) with different allowable thrust performance without changing the product, it is possible to provide the optimum product (reduction gear) for the user's request and easily change it according to the thrust load. Therefore, the increase in the number of parts can be minimized.
[0061]
【The invention's effect】
As described above, according to the present invention, the speed reduction unit casing is separated from the thrust bearing by the first casing on the screw casing side including the thrust bearing, and on the opposite side of the screw casing not including the thrust bearing. Since it can be divided into two casings, it is possible to supply products (reduction gears) with a more optimal thrust load according to the requirements of the user without changing the transmission torque, and the thrust bearing is overspec Therefore, the cost can be reduced. Furthermore, the second casing is a single member, and only a plurality of first casings are prepared, so that the joint dimensions of the joints of the plurality of prepared first casings to the second casing are common, and an arbitrary first casing is provided. If it is possible to join the second casing, it is possible to combine a first casing in which a plurality of thrust loads are changed with respect to one type of transmission torque (one type of second casing). The increase in the number of parts can be minimized with respect to the combination of performance.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view in which the output shafts of FIGS. 2 and 3 are combined in the casing structure of the speed reduction unit according to the present embodiment. FIG. 2 shows the casing structure of the speed reduction unit that receives a thrust load according to the present embodiment. FIG. 3 is a view showing another casing structure of the speed reducing portion that receives the thrust load according to the present embodiment. FIG. 4 is a plan view showing the appearance of the speed reducing portion that receives the thrust load according to the embodiment. FIG. 6 is a front view showing an appearance of a speed reducing portion that receives a thrust load according to the embodiment. FIG. 6 is a cross-sectional view showing a casing structure of a speed reducing portion that receives a thrust load in the prior art, and a configuration of a motor portion and a screw portion. 6 is an enlarged cross-sectional view of the casing structure of the speed reduction portion in FIG. 6. FIG. 8 is an enlarged cross-sectional view of the screw portion in FIG.
3, 103 ... input shaft 17, 117 ... pinion shaft 19, 119 ... second gear 21, 121 ... third gear 23, 123 ... fourth gear 25, 125 ... output shaft 27, 127 ... thrust bearings 34, 34 '... 2nd casing 34a, 34a '... Joint part 36, 36' ... 1st casing 36a, 36a '... Joint part 129 with respect to 2nd casing of 1st casing ... Screw 131 ... Screw mount 133 ... Screw casing m ... Motor F, F '... Thrust load P, P' ... Reaction force R ... Deceleration part S ... Screw part M ... Motor part

Claims (3)

A speed reduction portion that receives a thrust load, comprising: a speed reduction portion having an output shaft rotatably supported by a thrust bearing; a speed reduction portion casing that houses the speed reduction portion; and a thrust force generation source connected to the output shaft. In the casing structure of
The speed reduction part casing is divided into a first casing on the thrust force generation source side including the thrust bearing and a second casing on the opposite side of the thrust force generation source not including the thrust bearing, with the thrust bearing as a boundary. A casing structure of a speed reduction part that receives a thrust load, characterized by being made possible. In claim 1,
The thrust force generating source is a screw that receives a thrust force from the outside by rotating; and
A screw that is coupled to the speed reduction unit casing and that accommodates the screw, and is capable of transmitting and receiving a reaction force against a thrust load generated on the screw from the ground or a fixed member via the thrust bearing of the output shaft and the speed reduction unit casing. With a casing,
The speed reducer casing can be divided into a first casing on the screw casing side including the thrust bearing and a second casing on the opposite side of the screw casing not including the thrust bearing, with the thrust bearing as a boundary. A casing structure of a speed reduction part that receives a thrust load characterized by In either claim 1 or 2,
The second casing is a single member and the first casing is prepared as various members, and the joint dimensions of the joints of the plurality of prepared first casings to the second casing are made common. A casing structure of a speed reducing portion that receives a thrust load, wherein one casing can be joined to the second casing.

Images