JPS5824623A - Elastic coupling device for marine engine - Google Patents

Abstract

PURPOSE:To lengthen the life span of a coupling device, in which couplings of respective end portions of a driving shaft and a driven shaft are connected to each other through elastic means and an air clutch, by providing a hollow outer race brought into slidable contact with the air clutch of the elastic means so as to diffuse generated heat. CONSTITUTION:A coupling device for connecting between a driving shaft E coupled to a Diesel engine and a driven shaft P coupled to auxiliary machinery comprises the first and second couplings 1, 2 connected to each shaft E, P, and buffer elastic means 3 and air clutch means 4 which are connected to each coupling 1, 2. The outer race 8 of the elastic means 3 comprises a fitting plate 8a for an elastic ring 7 and a plate 8b brought into contact with the inside clutch shoe 9 of the clutch means 4, a heat-insulating space 8c being formed between both the plates 8a and 8b. The heat-insulating space 8c communicates with the air through a vent 8d, so that heat generated when the shoe 9 is brought into close contact with the plate 8b is diffused in the atmosphere.

Description

【発明の詳細な説明】 本発明は、特に捩り振動を伴う舶用原動機関の前端駆動
軸と補機後端被動軸とを、振動的角変位の伝達を抑制す
るようにカップリングし、かつ、エアクラッチ嵌脱装置
と一体形にして、軸合長寸法が短かく船舶の機関室長さ
が短縮されるようにしたドーナツ状弾性カップリング装
置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention couples a front-end drive shaft of a marine power engine that is particularly subject to torsional vibration and a rear-end driven shaft of an auxiliary equipment so as to suppress transmission of vibratory angular displacement, and The present invention relates to a donut-shaped elastic coupling device that is integrated with an air clutch engagement/disassembly device and has a short axial length dimension, thereby shortening the length of the engine room of a ship.

従来から、船舶に塔載されるディーゼル機関のように、
原動機関の動力でポンプ、コンプレッサ等の補機を駆動
するものでは、たとえば特公昭４８−１７４４５号に示
す如く原動機関の前端駆動軸と補機の後端被動軸とを直
接エアクラッチでカップリングするか、あるいは実公昭
４６−２１８５５号に示す如く、補機の後端被動軸に弾
性接手材を設けると共に、該弾性接手材を原動機関の前
端駆動軸にクラッチでカップリングしている。しかし、
前者のものでは、エアクラッチとして用いるゴムチュー
ブに弾性体として捩れ振動に対す、る防振効果か期待で
きないために原動機関のある限定された節回の回転数し
か伝達できないという問題があり、また後者のものでは
、クラッチの空転時における原動忰関の振動が緩衝され
ない上に、クラッチの投入時に発生する熱を放散させる
べく弾性接手材をクラッチに対してその径方向または軸
方向に離して設けるために全体の構造が複雑になると共
に大型になり、その設置面積が大きくなるという問題が
あった。なお、原動機関の前端駆静カに弾性接手材を介
してクラッチを設けることは、その慣性能率が増大して
、使用回転の中に弾性接手材の共振点が入ると弾性接手
材が破損するという危険があるために、実際には全く用
いられていなかった。Traditionally, like diesel engines mounted on ships,
In systems where auxiliary equipment such as pumps and compressors are driven by the power of the power engine, the front end drive shaft of the power engine and the rear end driven shaft of the auxiliary equipment are directly coupled with an air clutch, as shown in Japanese Patent Publication No. 17445/1983, for example. Alternatively, as shown in Japanese Utility Model Publication No. 46-21855, an elastic coupling member is provided on the rear end driven shaft of the auxiliary machine, and the elastic coupling member is coupled to the front end drive shaft of the prime mover by a clutch. but,
With the former, there is a problem that the rubber tube used as an air clutch is an elastic body and cannot be expected to have an anti-vibration effect against torsional vibrations, so it can only transmit the rotational speed at a certain limited number of rotations of the driving engine. In the latter case, the vibration of the drive coupling when the clutch is idling is not buffered, and the elastic coupling material is placed away from the clutch in its radial or axial direction in order to dissipate the heat generated when the clutch is engaged. Therefore, there was a problem that the overall structure became complicated and large, and the installation area became large. In addition, when a clutch is provided to the front end drive station of a power engine via an elastic coupling member, its inertia rate increases, and if the resonance point of the elastic coupling member enters the rotation during use, the elastic coupling member may be damaged. In practice, it was not used at all due to the danger of this.

本発明は、上記従来例の欠点を解消すべく、この種舶用
機関に好適な原動機関と補機の接続用弾性カップリング
装置として、原動機関の前端駆動軸に平板状の内輪と外
輪を用いて慣性能率を小さくした弾性接手材を介してエ
アークラッチ手段を設けると共に該エアークラッチ手段
を上記弾性接手材の同軸上でその外側に積層した状態で
設け、かつエアークラッチの投入時における発生熱の逃
し穴を上記弾性接手材の外輪に設けたものを新規に創作
して、該弾性接手材よりエアークラッチの空転時におけ
る原動機関の振動が緩衝でき、かつ該弾性接手材がその
慣性能率の小さいためにその複雑な捩り振動を回避しな
がら原動機関の大きい回転、すなわち大容量トルクの伝
達にも使用でき、さらにエアークラッチの発生熱が外輪
の逃し穴から放散するために上記弾性接手材が長寿命に
なり、しかもエアークラッチと小型の弾性接手材を同軸
上で互に積層した状態に設けるために装置全体の構造が
単純で組立分解も容易な上にその径方向または軸方向の
寸法も小さくでき、したがってその設置面積が小さくな
って振動的角変位の伝達を抑制し得るカップリング装置
を提供せんとするものである。In order to eliminate the drawbacks of the conventional example described above, the present invention uses flat inner and outer rings on the front end drive shaft of the power engine as an elastic coupling device for connecting a power engine and auxiliary equipment suitable for this type of marine engine. An air clutch means is provided via an elastic joint member with a low inertia coefficient, and the air clutch means is provided coaxially with and laminated on the outside of the elastic joint member, and the heat generated when the air clutch is engaged is reduced. By newly creating a relief hole provided in the outer ring of the above-mentioned elastic joint material, the vibration of the power engine when the air clutch is idling can be buffered by the elastic joint material, and the elastic joint material has a small inertia coefficient. Therefore, it can be used to transmit large rotations of a power engine, that is, large capacity torque, while avoiding complicated torsional vibrations.Furthermore, the elastic joint material is long so that the heat generated by the air clutch is dissipated from the relief hole in the outer ring. Moreover, since the air clutch and small elastic joint members are arranged coaxially and stacked on top of each other, the overall structure of the device is simple and easy to assemble and disassemble, and its radial and axial dimensions are small. Therefore, it is an object of the present invention to provide a coupling device that can reduce the installation area and suppress the transmission of vibrational angular displacement.

以下、本発明を図面に示す実施例について詳細に説明す
る。Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings.

第１図において、Ｅは一側に位置するディーゼル機関（
図示せず）の前端側にある駆動軸、Ｐは他側に位置する
ポンプ（図示せず）の後端側にある被動軸、１は駆動軸
Ｅに接続する第１接手、２は被動軸Ｐに接続する第２接
手％３は第１接手１に接続する緩衝用弾性手段、４は第
２接手２に接続するエアークラッチ手段にして、これら
は全て同一軸線上で同芯円に配置されると共に弾性手段
３とエアークラッチ手段４は互に積層して同一位相に配
置される。In Figure 1, E is a diesel engine located on one side (
P is the driven shaft on the rear end side of the pump (not shown) located on the other side, 1 is the first joint connected to the drive shaft E, 2 is the driven shaft The second joint %3 connected to P is a shock absorbing elastic means connected to the first joint 1, and 4 is an air clutch means connected to the second joint 2, all of which are arranged concentrically on the same axis. At the same time, the elastic means 3 and the air clutch means 4 are stacked on top of each other and arranged in the same phase.

第１接手１は軸芯に設けた貫通孔１ａに駆動軸Ｅの前端
部を嵌入してキーで一体的に連結する一方、前部に設け
た７ランジ１ｂに弾性手段３の内輪５の特に肉厚に形成
した後端突部５ａにボルドーて一体的に連結する。第２
接手２は軸芯に設けた貫通孔２ａに被動軸Ｐの後端部を
嵌入してキーで一体的に連結する一方、後部にアームを
介して設けた７ランジ２ｂにエアークラッチ手段４の外
側ホルダ６の曲折して形成した前端取付部６ａにボルト
で一体的に連結する。In the first joint 1, the front end of the drive shaft E is fitted into a through hole 1a provided in the shaft core and connected integrally with a key, while the inner ring 5 of the elastic means 3 is inserted into the 7 flange 1b provided in the front part. It is integrally connected to the rear end protrusion 5a formed thickly. Second
In the joint 2, the rear end of the driven shaft P is fitted into a through hole 2a provided in the shaft center and connected integrally with a key, while the outer side of the air clutch means 4 is connected to a 7 flange 2b provided at the rear via an arm. It is integrally connected to the front end mounting portion 6a formed by bending the holder 6 with a bolt.

弾性手段３は、金属性で薄肉円筒状の内輪５とゴム−よ
りなる厚肉円筒状の弾性環７と金属性で薄肉円筒状の外
輪８とよりなり、小径の内輪５の外面上に弾性環７を積
み重ねると共に該弾性環７の外面上に外輪８を積み重ね
てこれらを相互に接有手段で一体的に結合し、全体とし
て慣性能率が小さくなるような大略小円筒体状に形成す
る。したがって、内輪５と弾性環７と外輪８はいはば同
一軸線上に積み重ねた三重環を構成する。内輪５と外輪
８との間に介装される弾性環７は、天然ゴムその他これ
と類似するゴムたとえば合成ゴム、天然ゴムと合成ゴム
との結合による複合ゴム等よりなる円環状のもので、そ
の内外側周面を内輪５と外輪８にそれぞれ加硫接着し、
予圧縮して介装する。なお、弾性環７は円環状に代えて
、円周上を分割したゴムが円環状のように連続して、あ
るいは間隔をおいて不連続に組合せることにより形成さ
れたものであってもよい。内輪５は一枚ものでよりなり
、外輪８は第３図に示す如く弾性環７の取付板８ａとエ
アークラッチ手段４の内側クラッチシュー９への当接板
８ｂとよりなり、取付板８ａは弾性環７と一体的に結合
すると共に当接板８ｂは取付板８ａにボルトで一体的に
固定され全体として薄肉円筒状でかつその慣性能率がき
わめて小さく形成される。取付板８ａと当接板８ｂの間
は、それらの中央部で一定の間隙の空間８Ｃを設けると
共に該空間８Ｃから外部へ通じる少くとも１つ以上の空
気の流通口８ｄを設けて放熱可能な構造に形成し、動力
伝達時、すなわちクラッチシュー９と当接板８ｂの密接
時に発生する熱を、当接板８ｂから空間８Ｃ内の空気層
に伝達してのち流通口８ｄを通して外部の大気へ放散さ
せ、この結果当接板８ｂの熱が取付板８ａを通して弾性
環７へ伝達されないようにする。なお、上記の空間８Ｃ
に代るものとして外輪８から弾性環７を貫通して内輪５
へ空気が抜けることが出来るように逃し穴機構を設けて
もよい。The elastic means 3 consists of a thin cylindrical inner ring 5 made of metal, a thick cylindrical elastic ring 7 made of rubber, and a thin cylindrical outer ring 8 made of metal. The rings 7 are stacked, and the outer ring 8 is stacked on the outer surface of the elastic ring 7, and these are integrally connected to each other by connecting means to form a generally small cylindrical body having a small overall coefficient of inertia. Therefore, the inner ring 5, elastic ring 7, and outer ring 8 constitute a triple ring stacked on the same axis. The elastic ring 7 interposed between the inner ring 5 and the outer ring 8 is an annular ring made of natural rubber or a similar rubber, such as synthetic rubber, or a composite rubber made by combining natural rubber and synthetic rubber. The inner and outer peripheral surfaces are vulcanized and bonded to the inner ring 5 and outer ring 8, respectively.
Pre-compress and insert. In addition, instead of being circular, the elastic ring 7 may be formed by dividing rubber pieces on the circumference and combining them continuously like a circular ring or discontinuously at intervals. . The inner ring 5 is made of one piece, and the outer ring 8 is made of a mounting plate 8a for the elastic ring 7 and a contact plate 8b for the inner clutch shoe 9 of the air clutch means 4, as shown in FIG. The abutment plate 8b is integrally connected to the elastic ring 7, and is also integrally fixed to the mounting plate 8a with bolts, so that the abutment plate 8b has a thin cylindrical shape as a whole and has an extremely small inertia factor. Between the mounting plate 8a and the contact plate 8b, a space 8C with a certain gap is provided in the center thereof, and at least one or more air circulation ports 8d leading from the space 8C to the outside are provided so that heat can be dissipated. The heat generated during power transmission, that is, when the clutch shoe 9 and the contact plate 8b are in close contact with each other, is transmitted from the contact plate 8b to the air layer in the space 8C, and then to the outside atmosphere through the communication port 8d. As a result, the heat of the abutment plate 8b is prevented from being transmitted to the elastic ring 7 through the mounting plate 8a. In addition, the above space 8C
As an alternative to this, the inner ring 5 is inserted from the outer ring 8 through the elastic ring 7
A relief hole mechanism may be provided to allow air to escape.

上記の如く内輪５、弾性環７、外輪８を順次積層してな
る弾性手段３は、言わば可撓性ｉを持つ接手として、駆
動軸側の回転時に惹起される心振れがきわめて少くなる
ようにその慣性能率を小さく形成しており、かつ内輪５
を直接うける軸受が省略できる。これは外輪８を精密機
械加工することや質量が小さいものになっているからで
あるが、内輪５に軸受が設けられてもその作用の妨げと
なるものではない。As described above, the elastic means 3 formed by laminating the inner ring 5, the elastic ring 7, and the outer ring 8 in sequence acts as a joint with flexibility i, so that the vibration caused when the drive shaft rotates is extremely reduced. The inertia factor is made small, and the inner ring 5
The bearing that directly receives the load can be omitted. This is because the outer ring 8 is precision machined and has a small mass, but even if a bearing is provided on the inner ring 5, it does not interfere with its operation.

エアークラッチ手段４は、円環状の外側ホルダー６とエ
アーが自在に注入される円環状のエアーチューブ１０と
円環状の内側クラッチシュー９とエアーチューブ１０に
接続して該チューブ１０内に圧力エアーを供給するパイ
プ１１とよりなり、大径の外側ホルダー６の内側にエア
ーチューブ１０を積み重ねると共に該チューブ１０の内
側外面にクラッチシュー９を積み重ねて、これらを相互
に接着手段で一体的に結合し、全体としていわば三重環
を構成する大略大円筒体に形成すると共に圧力エアーを
パイプ１１から屋アーチューブ１０内に供給すると該エ
アーチューブ１０が膨張してその厚みか急激に増大して
クラッチシュー９を弾性手段：３の外輪８の方へ押しや
るようになる。このようにクラッチシュー９、エアーチ
ューブ１０、外側ホルダー６を順次積層してなるエアー
クラッチ手段は、エアークラッチの可動側として上記弾
性手段３の外側で同芯軸上同−位相に配置して、」−記
クラッチシュー９の内面が外輪８の外面と一定のｌ１ｉ
Ｊ隔たとえば約２．５ｍｍの間隙１２をあけて互に相対
面するように配置されると共に上記の如くエアーチュー
ブ１０が膨張してクラッチシュー９を外輪８の方へ押し
やると両者が密接して一体的にカップリングされるよう
になる。すなわち、圧力エアーがエアーチューブ１０に
供給されると、該チューブ１０が軸直角方向の内側に向
ってふくらみ、上記の間隙をつぶしてクラッチシュー９
が外輪８に密着する。その結果、駆動軸Ｅより第１接手
１を介して弾性手段３に伝わる動力が外輪８とクラッチ
シュー９のカップリングを介してエアークラッチ手段４
に伝達され、かつ該エアークラッチ手段４から第２接手
２を介して被動軸Ｐに伝達される。またこのような動力
伝達の必τ要がない時はチューブより空気を抜けばエア
ーチューブ１０が収縮して再び間隙が生じ、外輪８とク
ラッチシュー９とが互に離脱して動力か伝達されなくな
る。The air clutch means 4 is connected to an annular outer holder 6, an annular air tube 10 into which air can be freely injected, an annular inner clutch shoe 9, and an air tube 10, and supplies pressurized air into the tube 10. Air tubes 10 are stacked inside a large-diameter outer holder 6 consisting of a supply pipe 11, and clutch shoes 9 are stacked on the inner and outer surfaces of the tubes 10, and these are integrally connected to each other by adhesive means, The whole is formed into a generally large cylindrical body constituting a so-called triple ring, and when pressurized air is supplied from the pipe 11 into the air tube 10, the air tube 10 expands and its thickness increases rapidly, causing the clutch shoe 9 to Elastic means: 3 will be pushed towards the outer ring 8. The air clutch means formed by stacking the clutch shoe 9, the air tube 10, and the outer holder 6 in this order is arranged on the same axis and in the same phase on the outer side of the elastic means 3 as the movable side of the air clutch. ” - The inner surface of the clutch shoe 9 is constant l1i with the outer surface of the outer ring 8.
They are arranged to face each other with a gap 12 of about 2.5 mm, for example, and when the air tube 10 expands as described above and pushes the clutch shoe 9 toward the outer ring 8, the two come into close contact. They become integrally coupled. That is, when pressurized air is supplied to the air tube 10, the tube 10 bulges inward in the direction perpendicular to the axis, closes the gap and closes the clutch shoe 9.
is in close contact with the outer ring 8. As a result, the power transmitted from the drive shaft E through the first joint 1 to the elastic means 3 is transmitted to the air clutch means 4 through the coupling between the outer ring 8 and the clutch shoe 9.
and is transmitted from the air clutch means 4 to the driven shaft P via the second joint 2. In addition, when such power transmission is not necessary, air is removed from the tube, the air tube 10 contracts and a gap is created again, and the outer ring 8 and clutch shoe 9 separate from each other and no power is transmitted. .

なお、上記した如く動力伝達的にクラッチシュー９と当
接板８ｂとの間に発生する熱は空間８Ｃから流通口８ｄ
を経て外部へ放散される。In addition, as mentioned above, the heat generated between the clutch shoe 9 and the contact plate 8b in terms of power transmission is transferred from the space 8C to the communication port 8d.
It is dissipated to the outside through the process.

上記実施例に詳記した如く本発明にかかる舶用機関用弾
性カップリング装置は、原動機関の駆動軸前端に第１接
手を接続すると共に補機の被動軸後端に第２接手を接続
し、上記第１接手に、薄肉円筒状の内輪と厚肉円筒状の
弾性環と薄肉円筒状の外輪を順次同芯軸上に積み重ねて
慣性能率の小さい大略小円筒体状に形成してなる緩衝用
弾性手段の上記内輪を接続する一方、上記第２接手に、
円環状の外側ホルダーとエアーが自在に注入される円環
状のエアーチューブと円環状の内側クラッチシューを順
次同芯軸上に積み重わて大略大円筒体に形成してなるエ
アークラッチ手段の上記ホルダーを接続し、かつ、該ク
ラッチ手段を上記弾性手段の外側で同芯軸上同−位相に
配置して、上記外環が上記クラッチシューと一定間隔を
置いて互に相対面するように配置されると共にエアーを
充填してエアーチューブを膨張するとクラッチシューが
外輪に密接して両者が一体的にカップリングされるよう
にし、さらに上記外輪を、その内面と外面の間で外側に
通じる空気の流通口を設けて放熱可能な構造に形成し、
上記クラッチシューと外環の密接の断続に伴う発熱を上
記外環の放熱構造部分て外部へ放散させるようにしたこ
とを特徴とするもので、弾性手段が第一１接手を介して
駆動軸に接続されているために、該弾接手段によりエア
ークラッチの空転時における原動機関の振動を緩衝でき
ると共に該弾性手段か慣性能率が小さいために弾性手段
に複雑な捩り振動が加わってもその弾性環が破損するこ
とがなく、シたがって陵弾性手段を介して原動機関の大
容量の回転トルクをエアークラッチ手段を介して被動軸
に伝達できるものであり、しかも、上記弾性手段を大略
小円筒体状に形成すると共にその外側で同芯軸上同−位
相に大略大円筒体状に形成したエアークラッチ手段を配
置して全体として二重環状の円筒体に構成したために弾
性カップリング装置全体の構造が単純で、かつその径方
向または軸方向の寸法を小さく構成できるものである。As detailed in the above embodiments, the elastic coupling device for a marine engine according to the present invention has a first joint connected to the front end of the drive shaft of the prime mover, and a second joint connected to the rear end of the driven shaft of the auxiliary machine. A shock absorber in which a thin cylindrical inner ring, a thick cylindrical elastic ring, and a thin cylindrical outer ring are successively stacked on a concentric axis on the first joint to form an approximately small cylindrical body with a low coefficient of inertia. while connecting the inner ring of the elastic means to the second joint;
The above air clutch means is formed by stacking an annular outer holder, an annular air tube into which air can be freely injected, and an annular inner clutch shoe on a concentric shaft to form a roughly large cylindrical body. a holder is connected, and the clutch means is arranged outside the elastic means on a concentric axis and in phase so that the outer ring faces the clutch shoe at a constant distance from each other. When the air tube is expanded and filled with air, the clutch shoes are brought into close contact with the outer ring, and the two are integrally coupled. Formed into a structure that allows for heat dissipation by providing a flow port,
The heat dissipation structure of the outer ring dissipates the heat generated when the clutch shoe and the outer ring are brought into close contact with each other to the outside, and the elastic means is connected to the drive shaft via the first joint. Because of the connection, the elastic contact means can buffer the vibrations of the power engine when the air clutch is idling, and the elastic means has a small inertia ratio, so even if complex torsional vibrations are applied to the elastic ring, the elastic ring can be Therefore, large-capacity rotational torque of the driving engine can be transmitted to the driven shaft via the air clutch means through the elastic means, and the elastic means can be formed into a generally small cylindrical body. The structure of the elastic coupling device as a whole is improved because the air clutch means is formed into a double annular cylinder, and an air clutch means formed into a roughly large cylinder is arranged on the outer side of the air clutch means in the same phase on a coaxial axis. is simple and can be constructed with small radial or axial dimensions.

したがって、本発明にかかる弾性カップリング装置は伝
達トルクを大きく採れ、捩りばね定数をも低く選ぶこと
ができると言うように、従来技術をこえた捩り振動の抑
制を行え、また、軸長系を相当短くできるから舶用の場
合は機関室長さが格段に短縮され、陸用の場合には自家
発電機室あるいはポンプ室等の機関軸方向長さが非常に
短縮されることになる。Therefore, the elastic coupling device according to the present invention can suppress torsional vibrations beyond the conventional technology, such as by being able to obtain a large transmission torque and selecting a low torsional spring constant. Since it can be made considerably shorter, the length of the engine room for marine use is significantly shortened, and for land use, the length of the engine axial direction of the private generator room or pump room, etc., is significantly shortened.

さらに、外側の外輪が放熱可能な構造であるから、エア
ークラッチの発生熱が外輪の空気流通口から外部へ放散
して弾性環には伝達されないために上記従来のような加
熱によるゴムの切損が起こることなく長寿命で常に安定
して使用することができる。Furthermore, since the outer ring has a structure that allows heat to be dissipated, the heat generated by the air clutch is dissipated to the outside through the air flow opening of the outer ring and is not transmitted to the elastic ring, which prevents the rubber from breaking due to heating as in the conventional case. It has a long lifespan and can be used stably without any problems.

ト等を使用するから、組立、分解が容易であり、さらに
、弾性手段の弾性環をエンドレスとした場合はきわめて
寿命が長いし分割状でも単一ゴムの補修が容易で、かつ
軸方向のばね定数が低いのでスラスト荷重を小さくする
ことができ、また、弾性環の厚さを変えれば簡単に捩り
ばね定数の調節ができる。そのうえ、本発明に係るカッ
プリング装置は構造簡単、低コストであり、かつ据付け
も容易で、特に、多気筒、高速機関における駆動軸と被
動軸のカップリング装置として好適に使用できるもので
ある。It is easy to assemble and disassemble because the elastic ring of the elastic means is endless, and even if it is split, it can be easily repaired as a single piece of rubber. Since the constant is low, the thrust load can be reduced, and the torsion spring constant can be easily adjusted by changing the thickness of the elastic ring. Furthermore, the coupling device according to the present invention has a simple structure, low cost, and is easy to install, and can be particularly suitably used as a coupling device for a drive shaft and a driven shaft in a multi-cylinder, high-speed engine.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明にかかる弾性カップリング装置の半載断
面した側面図、第２図は第１図の半載正面図、第３図は
第１図の要部の拡大断面図である。 Ｅ・・・駆動軸、Ｐ・・・被動軸、１・・・第１接手、
）・・・第２接手、３・・・弾性手段、４・〜エアーク
ラッチ段。 特　許　出　願　人　ダイハツディーゼル株式会社（は
がよ代理人・弁理士　青。史　葆　はが２名第２図 第３図 手続補正書、＠え。 １、事件の表示 昭和５７年特許願第　１１４１７７　　　　号２発明の
名称 舶用機関用弾性カップリング装置 ３、補正をする者 事件との関係　特許出願人 オオサカンオ才ヨドク才才ヨドナヵ 住所大阪府大阪市大淀区人淀中１丁目１番８７号４、ｆ
（：ＥＩＡ　　　　　　　　　　　　　’は”叫　旬５
、補正命令の日付（自　発） ６補正の対象 訂正明＃ＩＢ書 １、発明の名称 舶用機関用弾性カップリング装置 ２、特許請求の範囲 と厚肉円筒状の弾性酬７と薄肉円筒状の外輪８を順次同
芯軸上外側に積み重ねて慣性能率の・ｊ＼さい大略小円
筒体状に形成してなる緩衝用弾性手段３の上記内輪５を
接続する一方、上記第２接手２に、円環状の外側ホルダ
ー６とエアーが自在に注入される円環状のエアーチュー
ブ１０と円環状の内側クラッチシュー９を順次同芯軸上
内側に積み重ねて大略大円筒体状に形成してなるエアー
クラッチ手段４の上記ホルダー６を接続し、かつ、該ク
ラッチ手段４を上記弾性手段３の外側で同芯軸上同−位
相に配置１．て、上記外輪８が上記クラッチシュー９と
一定間隔を置いて相互に相対面するように配置すると共
にエアーを充填してエアーチューブ１０を膨張させると
クラッチシュー９が外輪−―■−■−■■■■−−■■
−■―−−１■−険８に密接して両者が一体的にカップ
リングされるする舶用機関用弾性カップリング装置。 ３、発明の詳細な説明 この発明は、舶用原動機関の前端駆動軸と補機後端被動
軸とをエアークラッチを介するとともに弾性的にカップ
リングする舶用機関用弾性カップリング装置に関する。 この種装置で優れたものは、既に、本願と同一出願人に
係る実開昭４９−７２８３９号公報において開示されて
いる。この技術によって、原動機関の前端駆動軸と補機
後端被動軸とを直接エアクラッチでカップリングする特
公昭４３−１７４４５号の技術や、あるいは実公昭４６
−２１８５５号に示される補機の後端被動軸に弾性接手
材を設は該弾性接手材を原動機関の前端駆動軸にクラッ
チでカップリングする従前の技術を大きく改良した。 すなわち、補機の接続用弾性カップリング装置として、
原動機関の前端駆動軸に平板状の内輪と外輪を用いて慣
性能率を小さくした弾性接手材を介しエアークラッチ手
段を設けると共に該エアークラッチ手段を上記弾性接手
材の同軸上でその外側に積層した状態で設けて、弾性接
手材よシェアーし、かつ該弾性接手材がその慣性能率の
小ささゆえにその複雑な捩り振動を回避しなか１ら原動
機関の大きい回転すなわち大容量トルクの伝達に使用で
き、しかもエアークラッチと小型の弾性接手材を同軸上
で互に積層した状態に設けるだめに装置全体の構造が単
純で組立分解も容易な上にその径方向または軸方向の寸
法も小さくでき、しだがってその設置面積が小さくなっ
て振動的角変位の伝達を抑制し得るようになった。 この作用効果の優秀さゆえに従来よりこの弾性カップリ
ング装置が多用されてきた。ところが、上記弾性接手材
は、天然ゴム、合成ゴムあるいは天然ゴム・合成ゴムの
結合による複合ゴムからなるものであるため長期使用に
よる機械疲労に加うるに、エアークラッチ投入時の摩擦
熱により疲労が倍加し応々にしてゴムの切損を惹起した
。すなわち寿命に関し新たな問題が提起されるに至った
。 そこで、上記弾性接手材の機械疲労は別として。 特にゴムの特性劣化を加速するエアークラッチ投入時の
発熱をいかに処理するかが課題となった。 従来より、たとえば実公昭３７−２８８１８号公報の如
く、伝動装置における摩擦熱を新鮮な空気を強制流通さ
せて過熱を防止し、摩擦ベルトおよび■ベルトの耐久力
の向上を図らんとすることが知られている。しかし、こ
の実公昭３７−２８８１８号公報開示の技術や他の公知
技術では、伝動の二軸間のスペースが比較的大きいこと
から空気の流通機構の構成が容易になしうるとともに、
多くは翼片等を用いる軸流強制冷却である。 このような冷却技術は前記した実開昭４９−７２８３９
号公報開示の技術に適用できない。なぜなら、二軸間を
二重円環状の円筒体に構成してカップリング装置の全体
構造を単純かつコンパクト化したことも最大の特徴であ
シ、このコンパクトな構造を破る構成を採用できないか
らである。 そこで、この発明の目的は、実開昭４９−７２８３９号
に開示した技術を背景としてこの単純かつコンパクトな
カップリング構造を損うことなく、クラッチ投入時の発
生熱をうまく放散させカップリング装置の長寿命化を図
ることに−ある。 この目的を達成するため、本発明の要旨は次の通りであ
る。すなわち、原動機関の駆動軸前端に第１接手を接続
すると共に、補機の被動軸後端に第２接手を接続し、上
記第１接手に、薄肉円筒状の内輪と厚肉円筒状の弾性環
と薄肉円筒状の外輪を順次同芯軸上外側に積み重ねて慣
性能率の小さい大略小円筒体状に形成してなる緩衝用弾
性手段の上記内輪を接続する一方、上記第２接手に、円
環状の外側ホルダーとエアーが自在に注入される円環状
のエアーチューブと円環状の内側クラッチシューを順次
同芯軸上内側に積み重ねて大略大円筒体状に形成してな
るエアークラッチ手段の上記ホルダーを接続し、かつ、
該クラッチ手段を上記弾性手段の外側で同芯軸上同−位
相に配置して、上記外輪が上記クラッチシューと一定間
隔を置いて相互に相対面するように配置すると共にエア
ーを充填してエアーチューブを膨張させるとクラッチシ
ューが外輪に密接して両者が一体的に力・ンプリングさ
れるようにしてなる舶用機関用弾性力゛ンプリング装置
において、 上記外輪は弾性環の取付板とエアークラッチ手段の内側
クラッチシューへの尚接板とよりなり、取付板は弾性環
と一体的に結合すると共に当接板は取付板にボルトで一
体的に固定され全体として薄肉円筒状でかつその慣性能
率がきわめて小さく形成されると共に、取付板と当接板
の間は、それらの中央部で一定の間隙の断熱空間を設け
ると共に該空間から外部へ通じる少くとも１つ以上の空
気の流通口を設けて放熱可能な構造に形成して、動力伝
達時、クラッチシューと当接板の密接時に発生する熱を
、当接板から断熱空間内の空気層に伝達してのち流通口
を通して外部の大気へ放散させて、当接板の熱が取付板
を通して弾性環へ伝達されないように熱遮断するように
したことを特徴とする舶用機関用弾性カップリング装置
である。 以下、この発明の背景をなす実開昭４９−７２８３９号
公報開示の技術とともに、本発明の詳細な説明する。 第１図において、Ｅは一側に位置するディーゼる被動軸
、１は駆動軸Ｅに接続する第ｙ接手、２は被動軸Ｐに接
続する第２接手、３は第１接手１に接続する緩衝用弾性
手段、４は第２接手２に接続するエアークラッチ手段に
して、これらは全て同一軸線上で同芯円に配置されると
共に弾性手段３とエアークラッチ手段４は互に積層して
同一位相に配置される。 第１接手１は軸芯に設けた貫通孔１ａに駆動軸Ｅの前端
部を嵌入してキーで一体的に連結する一方、前部に設け
たフランジ１ｂに弾性手段３の内輪５の特に肉厚に形成
した後端突部５ａにボルトで一体的に連結する。第２接
手２は軸芯に設けた貫通孔２ａに被動軸Ｐの後端部を嵌
入してキーで一体的に連結する一方、後部にアームを介
して設けたフランジ２ｂにエアークラッチ手段４の外側
ホルダ６の曲折して形成した前端取付部６ａにボルトで
一体的に連結する。 弾性手段３は、金属性で薄肉円筒状の内輪５とゴムより
なる厚肉円筒状の弾性環７と金属性で薄肉円筒状の外輪
８とよりなシ、小径の内輪５の外面上に弾性環７を積み
重ねると共に該弾性環７の外面上に外輪８を積み重ねて
これらを相互に接着手段で一体的に結合し、全体として
慣性能率が小さくなるような大略小円筒体状に形成する
。したかって、内輪５と弾性環７と外輪８はいわば同一
軸線上に積み重ねた三重項を構成する。内輪５と外輪８
との間に介装される弾性環７は、天然ゴムその他これと
類似するゴムたとえば合成ゴム、天然ゴムと合成ゴムと
の結合による複合ゴム等よりなる円環状のもので、その
内外両周面を内輪５と外輪８にそれぞれ加硫接着し、予
圧縮して介装する。なお、弾性環７は円環状に代えて、
円周上を分割したゴムが円環状のように連続して、ある
いは間隔をおいて不連続に組合せることにより形成され
たものであってもよい。内輪５は一枚ものセよりな９、
上記外輪８は第３図に示す如く弾性環７の取付板８ａと
エアークラッチ手段４の内側クラッチシュー９への当接
板８ｂとよシなり、取付板８ａは弾性環７と一体的に結
合すると共に当接板８ｂは取付板８ａにボルトで一体的
に固定され全体として薄肉円筒状でかつその慣性能率が
きわめて小さく形成される。取付板８ａと当接板８ｂの
間は、それらの中央部で一定の間隙の断熱空間８Ｃを設
けると共に該空間８Ｃから外部へ通じる少くとも１つ以
上の空気の流通口８ｄを設けて放熱可能な構造に形成し
、動力伝達時、すなわちクラッチシュー９と当接板８ｂ
の密接時に発生する熱を、当接板８ｂから空間８Ｃ内の
空気層に伝達してのち流通口８ｄを通して外部の大気へ
放散させ、この結果当接板８ｂの熱が取付板８ａを通し
て弾性環７へ伝達されないように熱遮断する。なお、上
記の空間８Ｃに代るものとして外輪８から弾性環７を貫
通して内輪５へ空気が抜は名ことが出来るように逃し穴
機構を設けてもよい。 上記の如く内輪５、弾性環７、外輪８を順次積層してな
る弾性手段３は、言わば可撓性を持つ接手として、駆動
軸側の回転時に惹起される心振れがきわめて少くなるよ
うにその慣性能率を小さく形成しておシ、かつ内輪５を
直接うける軸受が省略できる。これは外輪８を精密機械
加工することや質量が小さいものになっているからであ
るが、内輪５に軸受が設けられてもその作用の妨げとな
るものではない。 エアークラッチ手段４は、円環状の外側ボルダ−６とエ
アーが自在に注入される円環状のエアーチューブ１０と
円環状の内側クラッチシュー９とエアーチューブ１０に
接続して該チューブｌｏ内に圧力エアーを供給するパイ
プ１１とよりなり、大径の外側ホルダー６の内側にエア
ーチューブ１゜を積み重ねると共に該チューブ１ｏの内
側外面にクラッチシュー９を積み重ねて、これらを相互
に接着手段で一体的に結合し、全体としていわば三重環
を構成する大略大円筒体に形成すると共に圧力エアーを
パイプ１１からエアーチューブ１ｏ内に供給すると該エ
アーチューブ１ｏが膨張してその厚みが急激に増大して
クラッチシュー９を弾性手段３の外輪８の方へ押しやる
ようになる。このようにクラッチシュー９、エアーチュ
ーブ１０゜外側ホルダー６を順次積層してなるエアーク
ラッチ手段は、エアークラッチの可動側として上記弾性
手段３の外側で同芯軸上同−位相に配置して、上記クラ
ッチシュー９の内面が外輪８の外面と一定の間隔たとえ
ば約２．５ｆｌの間隙１２をあけて互に相対面するよう
に配置されると共に上記の如くエアーチューブ１０が膨
張してクラッチシュー９を外輪８の方へ押しやると両者
が密接して一体的にカップリングされるようになる。す
なわち、圧力エアーがエアーチューブ１０に供給される
と、該チューブ１０が軸直角方向の内側に向ってふくら
み、上記の間隙をつぶしてクラッチシュー９が外輪８に
密着する。その結果、駆動軸Ｅより第１接手１を介して
弾性手段３に伝わる動力が外輪８とクラッチシュー９の
カップリングを介してエアークラッチ手段４に伝達され
、かつ該エアークラッチ手段４から第２接手２を介して
被動軸Ｐに伝達される。またこのような動力伝達の必要
がない時はチューブよシ空気を抜けばエアーチューブ１
０が収縮して再び間隙が生じ、外輪８とクラッチシュー
９とが互に離脱して動力が伝達されなくなる。 なお、上記した如く動力伝達時にクラッチシュー９と当
接板８ｂとの間に発生する熱は空間８Ｃから流通口８ｄ
を経て外部へ放散される。 上記実施例に詳記した如く本発明にかかる舶用機関用弾
性カップリング装置は、原動機関の駆動軸前端Ｅに第１
接手１を接続すると共に補機の被動軸Ｐ後端に第２接手
２を接続し、上記第１接手１に、薄肉円筒状の内輪５と
厚肉円筒状の弾性環７と薄肉円筒状の外輪８を順次同芯
軸上外側に積み重ねて慣性能率の小さい大略小円筒体状
に形成してなる緩衝用弾性手段３の上記内輪５を接続す
る一方、上記第２接手２に、円環状の外側ホルダー６と
エアーが自在に注入される円環状のエアーチューブ１０
と円環状の内側クラッチシュー９を順次同芯軸上内側に
積み重ねて大略大円筒体に形成してなるエアークラッチ
手段４の上記ホルダー６を接続し、かつ、該クラッチ手
段４を上記弾性手段３の外側で同芯軸上同−位相に配置
して、上記外輪８が上記クラッチシュー９と一定間隔を
置いて互に相対面するように配置されると共にエアーを
充填してエアーチューブ１０を膨張するとクラッチシュ
ー９が外輪８に密接して両者１が一体的にカップリング
されるようにしたものにおいて、上記外輪８を、その内
面と外面の間で外側に通じる空気の流通口８ｄを設けて
放熱可能な構造に形成し、上記クラッチシュー９と外輪
８の密接の断続に伴う発熱を上記外輪の放熱構造部分で
外部へ放散させるようにしたことを特徴とするもので。 弾性手段３が第１接手１を介して駆動軸Ｅに接続されて
いるために、該弾性手段によりエアークラッチ４の非作
動時における原動機関の振動を緩衝できると共に該弾性
手段３の慣性能率が小さいために弾性手段に複雑な捩り
振動が加わってもその弾性環７が破損することがなく、
該弾性手段を介して原動機関の大容量の回転トルクをエ
アークラッチ手段を介して被動軸に伝達できるものであ
シ、しかも、上記弾性手段３を大略小円筒体状に形成す
ると共にその外側で同芯軸上同−位相に大略大円筒体状
に形成したエアークラッチ手段４を配置して全体として
二重環状の円筒体に構成したために弾性カップリング装
置全体の構造が単純で、かつその径方向または軸方向の
寸法が小さく構成されている。 そして、外側の外輪８が放熱可能な構造であるから、エ
アークラッチ４０発生熱が外輪の空気流通口８ｄから外
部へ放散して弾性環７には伝達されないために上記従来
のような加熱によるゴムの切損が起こることなく長寿命
で常に安定して使用することができる効果が達成される
。 また、本発明に係るカップリング装置の利点は、結合に
ボルト等を使用するから、組立、分解が容易であり、さ
らに、弾性手段の弾性環をエンドレスとした場合はきわ
めて寿命が長いし分割状でも単一ゴムの補修が容易で、
かつ軸方向のばね定数が低いのでスラスト荷重を小さく
することができ、また、弾性環の厚さを変えれば簡単に
捩シばね定数の調節ができる。その゛うえ、構造簡単、
低コストであり、かつ据付けも容易で、特に、多気筒、
高速機関における駆動軸と被動軸のカッブリ４、図面の
簡単な説明 第１図は本発明にかかる弾性カッブリ１ング装置の半裁
断面した側面図、第２図は第１図の半裁正面図、第３図
は第１図の要部の拡大断面図である。 Ｅ・・・駆動軸、Ｐ・・・被動軸、１・・・第１接手、
２・・・第２接手、３・・・弾性手段、４・・・エアー
クラッチ手段、７・・・ゴム製の弾性環、８・・・外輪
、８Ｃ・・・断熱空間、８ｄ・・・空気の流通口、９・
・・クラッチシュー。 特　許　出　願　人　ダイノ１ツディーゼル株式会社　
外１名代理　人弁理士青山葆　ほか２名FIG. 1 is a side view of an elastic coupling device according to the present invention in a half-mounted cross-section, FIG. 2 is a half-mounted front view of FIG. 1, and FIG. 3 is an enlarged sectional view of the main part of FIG. 1. E... Drive shaft, P... Driven shaft, 1... First joint,
)...Second joint, 3...Elastic means, 4...Air clutch stage. Patent applicant: Daihatsu Diesel Co., Ltd. (Hagayo agent/patent attorney, 2 people) Figure 2 Figure 3 Procedural amendment, @e. 1. Indication of the case 1988 Patent application no. 114177 No. 2 Name of the invention Elastic coupling device for marine engines 3, Person making the amendment Relationship to the case Patent applicant Osaka Osaka Yodoku Saisai Yodnaka Address 1-1-87-4 Hitoyodonaka, Oyodo-ku, Osaka-shi, Osaka Prefecture; f
(: EIA 'wa' shout season 5
, date of amendment order (voluntary) 6. Amendment subject to amendment #IB 1, title of invention, elastic coupling device for marine engines 2, claims, thick-walled cylindrical elastic coupling device 7, and thin-walled cylindrical elastic coupling device. While connecting the inner ring 5 of the shock absorbing elastic means 3, which is formed by stacking the outer rings 8 sequentially on the outside on a concentric axis and forming a roughly small cylindrical body with a coefficient of inertia of .j\, to the second joint 2, An air clutch formed by stacking an annular outer holder 6, an annular air tube 10 into which air can be freely injected, and an annular inner clutch shoe 9 on a concentric shaft and forming a roughly large cylindrical body. 1. Connecting the holder 6 of the means 4 and arranging the clutch means 4 outside the elastic means 3 on the same axis and in phase. Then, when the outer ring 8 and the clutch shoe 9 are arranged so as to face each other at a certain distance, and the air tube 10 is expanded by filling air, the clutch shoe 9 is connected to the outer ring -■-■-■ ■■■−−■■
-■---1■-An elastic coupling device for a marine engine in which the two parts are integrally coupled in close contact with each other. 3. Detailed Description of the Invention The present invention relates to an elastic coupling device for a marine engine that elastically couples a front end drive shaft of a marine power engine and an auxiliary rear end driven shaft via an air clutch. An excellent device of this type has already been disclosed in Japanese Utility Model Application Publication No. 49-72839, filed by the same applicant as the present application. With this technology, the technology of Japanese Patent Publication No. 43-17445, in which the front end drive shaft of a power engine and the rear end driven shaft of an auxiliary equipment are directly coupled with an air clutch, or the technology of Utility Model Publication No. 46
The provision of an elastic coupling member on the rear end driven shaft of an auxiliary machine as shown in No. 21855 greatly improves the previous technique of coupling the elastic coupling member to the front end drive shaft of a power engine using a clutch. In other words, as an elastic coupling device for connecting auxiliary equipment,
An air clutch means is provided on the front end drive shaft of the power engine through an elastic joint member having a flat plate-shaped inner ring and an outer ring to reduce the inertia coefficient, and the air clutch means is laminated on the same axis of the elastic joint member and on the outside thereof. It can be used for large rotation of a power engine, that is, for transmitting a large capacity torque, unless it is provided in a state in which it is shared by an elastic joint material, and the elastic joint material has a small inertia ratio, thereby avoiding complicated torsional vibrations. Moreover, since the air clutch and the small elastic joint members are arranged coaxially and stacked on top of each other, the overall structure of the device is simple and easy to assemble and disassemble, and its radial or axial dimensions can be reduced. However, the installation area has become smaller and the transmission of vibrational angular displacement can now be suppressed. Due to its superior function and effect, this elastic coupling device has been widely used in the past. However, since the above-mentioned elastic joint materials are made of natural rubber, synthetic rubber, or composite rubber made by combining natural rubber and synthetic rubber, in addition to mechanical fatigue due to long-term use, they also suffer from fatigue due to frictional heat when the air clutch is engaged. The damage was doubled and caused damage to the rubber. In other words, a new problem regarding lifespan has been raised. Therefore, apart from the mechanical fatigue of the elastic joint material mentioned above. In particular, the challenge was how to deal with the heat generated when the air clutch is engaged, which accelerates the deterioration of rubber properties. Conventionally, as in Japanese Utility Model Publication No. 37-28818, attempts have been made to prevent overheating by forcefully circulating fresh air to remove the frictional heat in the transmission, thereby improving the durability of the friction belt and belt. Are known. However, in the technique disclosed in Japanese Utility Model Publication No. 37-28818 and other known techniques, since the space between the two transmission shafts is relatively large, the air circulation mechanism can be easily configured.
In most cases, axial flow forced cooling using blades or the like is used. Such cooling technology is described in the above-mentioned Utility Model Application Publication No. 49-72839.
It cannot be applied to the technology disclosed in the publication. This is because the main feature of the coupling device is that it has a double annular cylindrical body between the two shafts, making the overall structure of the coupling device simple and compact, and it is not possible to adopt a configuration that breaks this compact structure. be. Therefore, an object of the present invention is to effectively dissipate the heat generated when the clutch is engaged, without damaging this simple and compact coupling structure, based on the technology disclosed in Japanese Utility Model Application Publication No. 49-72839. The aim is to extend the lifespan. To achieve this objective, the gist of the invention is as follows. That is, a first joint is connected to the front end of the drive shaft of the power engine, a second joint is connected to the rear end of the driven shaft of the auxiliary machine, and a thin cylindrical inner ring and a thick cylindrical elastic ring are connected to the first joint. While connecting the inner ring of the shock absorbing elastic means formed by stacking a ring and a thin cylindrical outer ring sequentially on the outer side on a concentric axis to form a roughly small cylindrical body with a small inertia coefficient, the second joint is connected to a circular The above-mentioned holder of the air clutch means is formed by stacking an annular outer holder, an annular air tube through which air can be freely injected, and an annular inner clutch shoe sequentially on a concentric shaft and forming a roughly large cylindrical shape. connect, and
The clutch means is arranged outside the elastic means on a concentric axis and in the same phase so that the outer ring faces the clutch shoe at a constant distance and is filled with air. In an elastic force-sampling device for marine engines, in which the clutch shoe is brought into close contact with the outer ring when the tube is expanded, and force is extracted from both together, the outer ring is connected to the mounting plate of the elastic ring and the air clutch means. The mounting plate is integrally connected to the elastic ring, and the contact plate is integrally fixed to the mounting plate with bolts, and the overall shape is thin-walled and cylindrical, and its inertia rate is extremely high. In addition to being formed small, an insulating space with a certain gap is provided in the center between the mounting plate and the abutment plate, and at least one or more air circulation ports leading from the space to the outside are provided to allow heat to be dissipated. The heat generated when the clutch shoe and the abutment plate are in close contact with each other during power transmission is transmitted from the abutment plate to the air layer in the heat insulating space, and then dissipated to the outside atmosphere through the flow opening. This elastic coupling device for a marine engine is characterized in that the heat of the contact plate is thermally isolated so that it is not transmitted to the elastic ring through the mounting plate. Hereinafter, the present invention will be explained in detail together with the technology disclosed in Japanese Utility Model Application Publication No. 49-72839, which forms the background of the present invention. In Fig. 1, E is the diesel driven shaft located on one side, 1 is the y-th joint connected to the drive shaft E, 2 is the second joint connected to the driven shaft P, and 3 is connected to the first joint 1. The buffering elastic means 4 is an air clutch means connected to the second joint 2, and these are all arranged concentrically on the same axis, and the elastic means 3 and the air clutch means 4 are stacked on top of each other and are the same. arranged in phase. In the first joint 1, the front end of the drive shaft E is fitted into a through hole 1a provided in the shaft center and connected integrally with a key, while the inner ring 5 of the elastic means 3 is attached to a flange 1b provided in the front part. It is integrally connected to the thick rear end protrusion 5a with a bolt. In the second joint 2, the rear end of the driven shaft P is fitted into a through hole 2a provided in the shaft core and connected integrally with a key, while the air clutch means 4 is connected to a flange 2b provided at the rear via an arm. It is integrally connected to the front end attachment portion 6a formed by bending the outer holder 6 with a bolt. The elastic means 3 consists of an inner ring 5 made of metal and a thin cylindrical shape, a thick cylindrical elastic ring 7 made of rubber, and an outer ring 8 made of metal and a thin cylindrical shape. The rings 7 are stacked, and the outer ring 8 is stacked on the outer surface of the elastic ring 7, and these are integrally bonded to each other by adhesive means to form a generally small cylindrical body having a small overall coefficient of inertia. Therefore, the inner ring 5, the elastic ring 7, and the outer ring 8 constitute a triplet stacked on the same axis. Inner ring 5 and outer ring 8
The elastic ring 7 interposed between is an annular ring made of natural rubber or similar rubber, such as synthetic rubber, or a composite rubber formed by combining natural rubber and synthetic rubber, and has both inner and outer peripheral surfaces. are vulcanized and bonded to the inner ring 5 and outer ring 8, respectively, and pre-compressed and inserted. In addition, the elastic ring 7 is replaced with an annular shape,
It may be formed by dividing the rubber parts on the circumference continuously in an annular shape or by combining them discontinuously at intervals. The inner circle 5 is a piece of seiyori 9,
As shown in FIG. 3, the outer ring 8 has a mounting plate 8a for the elastic ring 7 and a contact plate 8b for the inner clutch shoe 9 of the air clutch means 4, and the mounting plate 8a is integrally connected to the elastic ring 7. At the same time, the contact plate 8b is integrally fixed to the mounting plate 8a with bolts, and is formed into a thin cylindrical shape as a whole and has an extremely small inertia factor. Heat can be dissipated between the mounting plate 8a and the contact plate 8b by providing a heat insulating space 8C with a certain gap in the center thereof and at least one or more air circulation ports 8d leading from the space 8C to the outside. When transmitting power, that is, the clutch shoe 9 and the contact plate 8b
The heat generated when the two are in close contact with each other is transmitted from the contact plate 8b to the air layer in the space 8C, and then dissipated to the outside atmosphere through the communication port 8d. As a result, the heat of the contact plate 8b passes through the mounting plate 8a to the 7. Cut off the heat so that it is not transmitted to 7. In addition, as a substitute for the above-mentioned space 8C, a relief hole mechanism may be provided so that air can pass through the elastic ring 7 from the outer ring 8 to the inner ring 5. As described above, the elastic means 3 formed by laminating the inner ring 5, the elastic ring 7, and the outer ring 8 in this order functions as a flexible joint so that the vibration caused when the drive shaft rotates is extremely reduced. The inertia factor can be made small, and the bearing that directly supports the inner ring 5 can be omitted. This is because the outer ring 8 is precision machined and has a small mass, but even if a bearing is provided on the inner ring 5, it does not interfere with its operation. The air clutch means 4 is connected to an annular outer boulder 6, an annular air tube 10 into which air can be freely injected, an annular inner clutch shoe 9, and an air tube 10 to supply pressurized air into the tube lo. Air tubes 1° are stacked inside a large-diameter outer holder 6, clutch shoes 9 are stacked on the inner and outer surfaces of the tubes 1o, and these are integrally connected to each other by adhesive means. The clutch shoe 9 is formed into a generally large cylindrical body that constitutes a triple ring as a whole, and when pressurized air is supplied from the pipe 11 into the air tube 1o, the air tube 1o expands and its thickness rapidly increases. is forced toward the outer ring 8 of the elastic means 3. In this way, the air clutch means formed by sequentially stacking the clutch shoe 9, the air tube 10° and the outer holder 6 is arranged on the same axis and in the same phase on the outer side of the elastic means 3 as the movable side of the air clutch. The inner surface of the clutch shoe 9 is arranged to face the outer surface of the outer ring 8 with a gap 12 of a certain distance, for example, about 2.5 fl, and the air tube 10 expands as described above. When pushed toward the outer ring 8, the two are brought into close contact and integrally coupled. That is, when pressurized air is supplied to the air tube 10, the tube 10 bulges inward in the direction perpendicular to the axis, the above-mentioned gap is closed, and the clutch shoe 9 comes into close contact with the outer ring 8. As a result, the power transmitted from the drive shaft E to the elastic means 3 via the first joint 1 is transmitted to the air clutch means 4 via the coupling between the outer ring 8 and the clutch shoe 9, and from the air clutch means 4 to the second elastic means 3. It is transmitted to the driven shaft P via the joint 2. Also, when there is no need for such power transmission, you can remove the air from the tube and use air tube 1.
0 contracts, a gap is created again, and the outer ring 8 and clutch shoe 9 are separated from each other, and power is no longer transmitted. In addition, as mentioned above, the heat generated between the clutch shoe 9 and the contact plate 8b during power transmission is transferred from the space 8C to the communication port 8d.
It is dissipated to the outside through the process. As described in detail in the above embodiments, the elastic coupling device for a marine engine according to the present invention has a first
At the same time, a second joint 2 is connected to the rear end of the driven shaft P of the auxiliary machine, and a thin cylindrical inner ring 5, a thick cylindrical elastic ring 7, and a thin cylindrical inner ring 5 are connected to the first joint 1. While connecting the inner ring 5 of the shock absorbing elastic means 3, which is formed by stacking the outer rings 8 sequentially on the outside on a concentric axis to form a roughly small cylindrical body having a small inertia coefficient, the second joint 2 is connected to an annular ring. An outer holder 6 and an annular air tube 10 into which air can be freely injected.
and the holder 6 of the air clutch means 4 formed by stacking annular inner clutch shoes 9 sequentially on the inner side on a concentric shaft to form a roughly large cylindrical body, and the clutch means 4 is connected to the elastic means 3. The outer ring 8 and the clutch shoe 9 are arranged in the same phase on the same axis on the outside of the clutch shoe 9, and the outer ring 8 is arranged to face each other at a constant distance, and the air tube 10 is expanded by being filled with air. Then, in the case where the clutch shoe 9 is brought into close contact with the outer ring 8 so that the two 1 are integrally coupled, the outer ring 8 is provided with an air circulation port 8d that communicates with the outside between its inner and outer surfaces. It is characterized in that it is formed in a structure capable of dissipating heat, and the heat generated due to the close contact between the clutch shoe 9 and the outer ring 8 is dissipated to the outside through the heat dissipation structure of the outer ring. Since the elastic means 3 is connected to the drive shaft E via the first joint 1, the elastic means can buffer vibrations of the power engine when the air clutch 4 is not activated, and the inertia rate of the elastic means 3 can be reduced. Because of its small size, the elastic ring 7 will not be damaged even if complex torsional vibrations are applied to the elastic means.
A large capacity rotational torque of the driving engine can be transmitted to the driven shaft via the air clutch means through the elastic means.Moreover, the elastic means 3 is formed into a generally small cylindrical shape, and the outer side thereof is formed into a substantially small cylindrical shape. Since the air clutch means 4 formed in the shape of a large cylinder are arranged on the same axis and in the same phase, and the entire structure is formed into a double annular cylinder, the structure of the elastic coupling device as a whole is simple, and its diameter The dimension in the direction or the axis direction is configured to be small. Since the outer outer ring 8 has a structure that allows heat to be dissipated, the heat generated by the air clutch 40 is radiated to the outside from the air flow opening 8d of the outer ring and is not transmitted to the elastic ring 7. This achieves the effect that it can be used stably at all times with a long life without any breakage. Further, the advantage of the coupling device according to the present invention is that it is easy to assemble and disassemble because bolts or the like are used for coupling, and furthermore, when the elastic ring of the elastic means is made endless, it has a very long life and can be divided into segments. However, single rubber is easy to repair,
In addition, since the spring constant in the axial direction is low, the thrust load can be reduced, and the torsional spring constant can be easily adjusted by changing the thickness of the elastic ring. Moreover, the structure is simple,
It is low cost and easy to install, especially for multi-cylinder,
Coupling 4 of driving shaft and driven shaft in high-speed engine, brief explanation of drawings FIG. 1 is a half-cut side view of an elastic coupling device according to the present invention, FIG. 2 is a half-cut front view of FIG. 1, and FIG. FIG. 3 is an enlarged sectional view of the main part of FIG. 1. E... Drive shaft, P... Driven shaft, 1... First joint,
2... Second joint, 3... Elastic means, 4... Air clutch means, 7... Rubber elastic ring, 8... Outer ring, 8C... Heat insulation space, 8d... Air circulation port, 9.
...Clutch shoe. Patent applicant Dyno 1 Tsu Diesel Co., Ltd.
1 other representative: Patent attorney Aoyama Hajime and 2 others

Claims (1)

【特許請求の範囲】[Claims] （１）原動機関の駆動軸前端に第１接手を接続すると共
に、補機の被動軸後端に第２接手を接続し、上記第１接
手に、薄肉円筒状の内輪と厚肉円筒状の弾性環と薄肉円
筒状の外輪を順次同芯軸上に積み重ねて慣性能率の小さ
い大略小円筒体状に形成してなる緩衝用弾性手段の上記
内輪を接続する一方、上記第２接手に、円環状の外側ホ
ルダーとエアーが自在に注入される円環状のエアーチュ
ーブと円環状の内側クラッチシューを順次同芯軸上に積
み重ねて大略大円筒体状に形成してなるエアークラッチ
手段の上記ホルダーを接続し、かつ、該クラッチ手段を
上記弾性手段の外側で同芯軸上同−位相に配置して、上
記外輪が上記クラッチシューと一定間隔を置いて相互に
相対面するように配置すると共にエアーを充填してエア
ーチューブを膨張させるとクラッチシューが外輪に密接
して両者が一体的にカップリングされるようにし、さら
に上記外輪を、その内外面で外側に通じる空気の流通口
を設けて放熱可能な構造に形成し、上記クラッチシュー
と外輪の密接の断続に伴う発熱を上記外輪の放熱構造部
分で外部へ放散させるようにしたことを特徴とする舶用
機関用弾性カップリング装置。(1) A first joint is connected to the front end of the drive shaft of the power engine, and a second joint is connected to the rear end of the driven shaft of the auxiliary machine, and a thin cylindrical inner ring and a thick cylindrical inner ring are connected to the first joint. While connecting the inner ring of the elastic shock absorbing means, which is formed by stacking an elastic ring and a thin cylindrical outer ring sequentially on a concentric axis to form a roughly small cylindrical body with a small coefficient of inertia, a circular ring is connected to the second joint. The holder of the air clutch means is formed by stacking an annular outer holder, an annular air tube into which air can be freely injected, and an annular inner clutch shoe on a concentric shaft to form a roughly large cylindrical body. and the clutch means is disposed outside the elastic means on a concentric axis and in the same phase so that the outer ring faces the clutch shoe at a constant distance, and air When the air tube is expanded by filling the air tube, the clutch shoe comes into close contact with the outer ring, and the two are integrally coupled.Furthermore, the outer ring is provided with air circulation holes leading to the outside on its inner and outer surfaces to dissipate heat. 1. An elastic coupling device for a marine engine, characterized in that the elastic coupling device is formed in such a structure that heat generated due to the discontinuation of close contact between the clutch shoe and the outer ring is dissipated to the outside by a heat dissipation structure portion of the outer ring.