JP2001214941A - Assembling method for bearing metal in speed reducer with clutch mechanism, and speed reducer with clutch mechanism having bearing metal assembled thereby - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an assembling method of a bearing metal surely preventing the pulled-out phenomena of the bearing metal caused by twisting of a transmission gear without enlarging the transmission gear, providing a prescribed reduction rate without enlarging the diameter of an output gear, improving the fuel consumption rate, and miniaturizing the whole driving engine, and to provide a speed reducer assembled with the bearing metal thereby. SOLUTION: A reduction reversing gear 1 having a normal rotation reduction gear 45 intermittently connected to a normal rotation support shaft 4 via a clutch mechanism 6 is formed with small clearances S1, S2 between the internal circumferential face of the bearing metal 7 and the outer circumferential face of the normal rotation support shaft 4 and between the outer circumferential face of the bearing metal 7 and the internal circumferential face of the normal rotation reduction gear 45 respectively. This constitution enables the bearing metal 7 to be hardly twisted, when the normal rotation reduction gear 45 is twisted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of assembling a bearing metal for bearing a transmission gear to a speed reducer with a clutch mechanism mounted on, for example, a propulsion engine of a ship, and a bearing assembled by the method. The present invention relates to a speed reducer with a clutch mechanism having metal. In particular, the present invention relates to an improvement in measures for preventing the bearing metal from coming off.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Application Laid-Open No. 10-2670.
In a marine speed reduction / reversing machine disclosed in Japanese Patent Publication No. 90-90, a driving force from an engine is transmitted to a propeller shaft via a plurality of gears. FIG. 2 is a cross-sectional view showing the internal structure of a general reduction and reversing machine 1. As shown in FIG. 2, the reduction / reversing machine 1 includes a relatively large-diameter output gear 33 that is integrally rotatably mounted on an output shaft 3 connected to a propeller shaft, and a normal rotation that meshes with the output gear 33. Reduction gear 45
And a reverse rotation reduction gear (not shown). The forward rotation reduction gear 45 is externally fitted to the forward rotation support shaft 4 to which the rotational force of the input shaft 2 connected to the engine output shaft is transmitted, so that relative rotation with the forward rotation support shaft 4 is free. Has become. The reverse rotation reduction gear is fitted around a reverse rotation support shaft (not shown) to which the rotational force of the input shaft 2 is transmitted via the reverse rotation intermediate gear 44 (rotates in reverse with respect to the normal rotation support shaft 4). Relative rotation with respect to the reverse rotation support shaft is free. Further, each support shaft is provided with a clutch mechanism 6 for switching transmission and non-transmission of the engine driving force to each reduction gear (the clutch mechanism on the reverse rotation reduction gear side is not shown). Generally, a wet multi-plate clutch is employed as the clutch mechanism 6.

When only the clutch mechanism 6 on the forward rotation reduction gear 45 side is engaged, the rotational force of the forward rotation support shaft 4 is transmitted to the output gear 33 via the forward rotation reduction gear 45.
As a result, the rotation of the input shaft 2 is reduced and transmitted to the output shaft 3, the propeller shaft rotates forward, and the boat moves forward. on the other hand,
By engaging only the clutch mechanism on the reverse rotation reduction gear side, the rotational force of the reverse rotation support shaft is transmitted to the output gear 33 via the reverse rotation reduction gear. As a result, the rotation of the input shaft 2 is decelerated and reversed and transmitted to the output shaft 3, and the propeller shaft is reversed and the boat retreats.

As described above, the forward rotation reduction gear 45 and the reverse rotation reduction gear (hereinafter referred to as transmission gears) rotate relative to the respective support shafts in accordance with the engaged and released states of the clutch mechanism. . Specifically, when the clutch mechanism is in the engaged state, the transmission gear rotates integrally with the support shaft. On the other hand, when the clutch mechanism is in the disengaged state, the support shaft rotates in one direction,
The transmission gear stops (when both clutch mechanisms are both released) or rotates reversely to the support shaft (when only the other clutch mechanism is in the engaged state).

As described above, relative rotation is performed between the support shaft and the transmission gear. For this reason, a thin bearing metal 7 is press-fitted into the inner peripheral surface of the transmission gear in order to avoid direct contact between the two and to suppress wear of the outer peripheral surface of the support shaft and the inner peripheral surface of the transmission gear. Have been. Further, lubricating oil is supplied to the inner peripheral surface of the bearing metal 7, and lubrication between the inner peripheral surface of the bearing metal 7 and the outer peripheral surface of the support shaft is performed.

[0006]

However, in this type of speed reduction / reversing machine 1, while the power transmission is performed for a long period of time in an overload state, the bearing metal 7 is connected to the end face side of the transmission gear 45. (Left side in FIG. 2).

When the bearing metal 7 comes off, the end face of the bearing metal 7 comes into contact with the bearing 48 on the thrust side of the transmission gear 45. As a result, frictional heat generated between the thrust bearing 48 and the bearing metal 7 may cause the two to be seized. Also, the bearing metal 7 and the transmission gear 4
As the area of contact with the bearing metal 5 decreases, the fastening force between the two decreases, and there is another problem that the two rotate relatively and the outer peripheral surface of the bearing metal 7 is worn. In this,
The bearing metal 7 becomes thin, and the bearing performance of the bearing metal 7 is impaired.

[0008] Conventional measures for preventing slippage-As measures to avoid such slippage of the bearing metal, a large "interference" between the transmission gear and the bearing metal has been conventionally set.

However, in this measure, if the "interference" is increased to such an extent that the bearing metal can be reliably prevented from coming off, the stress acting on the bearing metal at the time of press-fitting may reach the yield point. In this case, it is not possible to obtain a good fastening state between the bearing metal and the transmission gear. In this case, a sufficient fastening force cannot be obtained between the plastically deformed bearing metal and the transmission gear, and the two relatively move, so that the bearing metal is increased despite the increased interference. May be lost.

[0010]-The idea of the present invention-The inventors of the present invention have paid attention to the fact that the conventional retaining structure cannot effectively prevent the bearing metal from coming off. Then, in order to effectively suppress the occurrence of the escape of the bearing metal, it was considered necessary to clarify the principle of the escape phenomenon. Therefore, analysis was performed on the phenomenon of the bearing metal coming off. Hereinafter, the principle of the escape phenomenon clarified by the inventors will be described.

FIG. 15 is a view showing a meshing state between the transmission gear 45 and the output gear 33. As can be seen from this figure, the engine driving force transmitted to the transmission gear 45 is changed from the teeth of the transmission gear 45 to the output gear 33 meshed with the teeth.
And the output gear 33 is rotated. afterwards,
The rotation of each of the gears 45 and 33 (see the arrow in FIG. 15) causes the other pair of teeth to mesh with each other, and the engine driving force is transmitted from the transmission gear 45 to the output gear 33 between the teeth.
In this way, the engine driving force is transmitted to the output gear 33 while the teeth meshing with the counterpart are sequentially changed in the circumferential direction of the gear.

Therefore, a large load is applied to the teeth of the transmission gear 45 meshing with the output gear 33. Due to this load, the transmission gear 45 is twisted. As the transmission torque from the transmission gear 45 to the output gear 33 is larger,
This twist increases. In particular, the amount of deformation in the circumferential direction due to this torsion is limited to the transmission gear 45 meshed with the output gear 33.
16 (the hatched portion in FIG. 16).

When the transmission gear 45 is twisted, the bearing hole 45A of the transmission gear 45 is slightly elliptical. The bearing metal 7 pressed into the transmission gear 45 deforms similarly to the transmission gear 45 when the fastening force between the bearing metal 7 and the transmission gear 45 is sufficiently larger than the transmission torque. (The amount of twist is the same), and the two do not relatively move in the circumferential direction. However,
If the transmission torque exceeds the fastening force between the bearing metal 7 and the transmission gear 45, the bearing metal 7 and the transmission gear 4
5, the deformation of the bearing metal 7 does not follow the deformation of the transmission gear 45, and a slight slippage occurs between the two. Due to the occurrence of the slip, the fastening force between the two significantly decreases, and the bearing metal 7
Is small.

When a difference in the amount of twist is generated in this way,
In particular, the peripheral portion of the teeth of the transmission gear 45 meshing with the output gear 33 (the hatched portion in FIG. 16) and the portion of the bearing metal 7 facing the tooth (the bearing metal 7 indicated by B in FIG. 16). And a relatively large difference in the amount of twist.

When the engagement between the teeth of the transmission gear 45 and the teeth of the output gear 33 is released, the load applied to the teeth of the transmission gear 45 disappears. Therefore, the portion around the teeth of the transmission gear 45 returns to the state before the load is applied (the state where the twist is returned). Similarly, the portion of the bearing metal 7 facing this tooth is in a state where the twist has returned.

[0016] However, since there is a difference in the amount of twist from the beginning, there is also a difference in the return position of the twist. Due to the difference in the return position of the twist, the two move relatively, and the bearing metal 7 moves to the end face side of the transmission gear 33.

The movement of the bearing metal 7 due to the difference in the return position of the twist will be described below with reference to FIG. FIG. 17 is a schematic diagram of the transmission gear 45 into which the bearing metal 7 is press-fitted. Now, consider the point I of the transmission gear 45 and the point I 'of the bearing metal 7 in a state where the transmission gear 45 is not twisted. When the tooth at the point I of the transmission gear 45 meshes with the output gear 33 and a load is applied, the point I moves to the point II due to the twist of the transmission gear 45. On the other hand, the point I ′ of the bearing metal 7 having a smaller amount of twist than the transmission gear 45 moves to the point III. In other words, the transmission gear 45 has a twist angle of the angle α in the figure, whereas the bearing metal 7 has only a twist angle of the angle β in the figure.

When the load applied to the teeth of the transmission gear 45 is removed, the point II of the transmission gear becomes the point I and the point III of the bearing metal.
The points return to the respective I ″ points. At this time, the bearing metal 7 rotates relative to the transmission gear 45 by the distance between the points I and I ″. At this time, after the bearing metal 7 has its axial length extended from L0 to L1 due to torsion, the load is lost, and then the bearing metal 7 tries to return to L0. However, the bearing metal 7 cannot return to L0 due to subtle sliding, and the bearing metal 7 is rotated with rotation. It will move in the axial direction (left direction in the figure). Such a phenomenon occurs every time the teeth of the transmission gear 45 mesh with the teeth of the output gear 33. In other words, for example, if the transmission gear 45 has 22 teeth, this phenomenon occurs two times for each rotation of the transmission gear 45.
It will be repeated twice. Thus, the bearing metal 7 gradually comes out of the transmission gear 45 during power transmission.

In particular, when performing so-called crash astern, in which the forward and reverse movements of the boat are switched by switching the forward and reverse clutch mechanisms, the load applied to the teeth of the transmission gear 45 is significantly increased. The difference in the amount of torsion also increases, and the phenomenon of the bearing metal 7 coming out occurs more remarkably.

The inventors of the present invention have clarified that the bearing metal 7 comes off due to the twist of the transmission gear 45.

On the other hand, in recent years, the performance of marine engines has been improved,
Due to the deregulation of engine output following the revision of the Fishing Boat Law, the load on the transmission gear is becoming severe, and the situation in which bearing metal slips out is likely to occur. As a result, high power of the engine cannot be realized unless measures are taken that can surely eliminate the occurrence of the bearing metal detachment phenomenon.

Therefore, it is considered that the bearing metal can be prevented from coming off by securing the thickness of the boss portion of the transmission gear sufficiently to suppress the twist of the transmission gear.

However, in this configuration, the size of the transmission gear increases. In other words, the weight of the rotating body increases, and the deterioration of the fuel consumption rate of the engine and the increase in the size of the entire propulsion engine cannot be avoided. Further, the cost of the entire deceleration / reversing machine also increases. Further, since the outer diameter of the transmission gear becomes large, it is necessary to use a large-diameter output gear in order to obtain a predetermined reduction ratio, which also promotes the enlargement of the entire propulsion engine. .

The present invention has been made in view of the above point, and an object of the present invention is to surely prevent the bearing metal from coming off due to the torsion of the transmission gear without increasing the size of the transmission gear. A set of bearing metal that prevents the gear ratio from increasing and reducing the size of the propulsion engine while preventing the output gear from having a large diameter without increasing the output gear. It is an object of the present invention to provide a mounting method and a speed reducer to which a bearing metal is mounted by the method.

[0025]

Means for Solving the Problems-Summary of the Invention-In order to achieve the above object, the present invention relates to a reduction gear with a clutch mechanism, in which even if the transmission gear is twisted, the bearing metal is almost twisted. The present invention provides an assembling structure and an assembling method that do not occur, whereby the bearing metal can be prevented from coming off due to a difference in the amount of twist between the transmission gear and the bearing metal.

-Solution Means- Specifically, a first solution means taken by the present invention is that the clutch is rotatably fitted to a shaft body via a bearing metal so as to mesh with an output-side rear gear, and a clutch. It is assumed that a speed reducer with a clutch mechanism has a transmission gear that is connected to a rotating shaft intermittently via a mechanism. The inner diameter of the bearing metal is smaller than the outer diameter of the shaft so that a small gap is formed between the inner peripheral surface of the bearing metal and the outer peripheral surface of the shaft with respect to the speed reducer with the clutch mechanism. Set to large. on the other hand,
The outer diameter of the bearing metal is set slightly smaller than the inner diameter of the transmission gear, or both, so that a small gap is formed between the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear. The outer diameter of the bearing metal and the inner diameter of the transmission gear are matched so that the gap between them becomes “0”.

According to this specific matter, even if the transmission gear is twisted by the load applied to the transmission gear, the bearing metal that is rotatable relative to the transmission gear hardly twists. Therefore, it is possible to effectively prevent the bearing metal from coming off due to the torsion of the transmission gear, and to avoid problems such as the bearing metal seizing on the thrust bearing. In particular, when the clutch mechanism is switched from the disengaged state to the engaged state, the load on the teeth of the transmission gear temporarily increases suddenly, so that the amount of torsion also increases,
In the conventional structure, the bearing metal is likely to come off significantly, but according to the present solution, even in such a situation, the bearing metal is hardly twisted. Therefore, the bearing metal can be effectively prevented from coming off.

In the first solution, since the bearing metal is rotatable relative to the transmission gear, there is a possibility that the bearing metal may move out of the transmission gear due to the influence of vibration or the like. . The following second and third solutions relate to a configuration for preventing such escape.

According to a second aspect of the present invention, in the first aspect, the bearing metal is prevented from moving in the axial direction and coming out of the transmission gear by abutting on the axial end surface of the bearing metal. The movement inhibiting means is provided on the transmission gear.

According to a third aspect of the present invention, in the first aspect, the movement preventing means for preventing the bearing metal from moving in the axial direction and coming out of the transmission gear by being locked to the transmission gear. Provided on the bearing metal.

By providing the movement preventing means in the transmission gear or the bearing metal as described above, the bearing metal is reliably prevented from falling out of the transmission gear, and the bearing performance of the bearing metal is stably maintained.

The following fourth and fifth means relate to a configuration in which lubricity between the bearing metal and the transmission gear is taken into account.
That is, the fourth solution means is the first, second or third solution.
In the above solution, a through hole is formed in the bearing metal so as to penetrate in the radial direction and supply lubricating oil existing between the bearing metal and the shaft body between the bearing metal and the transmission gear.

[0033] The fifth solution is the first, second, and third solutions.
Alternatively, in the fourth solution, a concave portion that forms a space for holding lubricating oil between the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear is provided.

By these specific items, lubrication between the bearing metal and the transmission gear by the lubricating oil can be ensured well, wear due to the relative movement of the two can be suppressed, and the life of both members can be extended. it can.

A sixth solution is to prevent the bearing metal from slipping out by integrating the bearing metal and the transmission gear by welding. That is, the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear are integrally welded to the speed reducer with the clutch mechanism having the same premise as the first solution means by friction welding.

According to this specific matter, the bearing metal and the transmission gear are integrated, and the situation that the bearing metal comes off from the transmission gear cannot occur, which also avoids the problem that the bearing metal seizes on the thrust bearing. be able to.

A seventh solution is a method of assembling a bearing metal for obtaining the speed reducer with a clutch mechanism according to the sixth solution. Specifically, a clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with a rear-stage gear on the output side, and being connected to the rotary shaft via a clutch mechanism so as to be able to be intermittently connected. In a speed reducer with a mechanism, a method of assembling a bearing metal into a bearing hole of a transmission gear is assumed. In contrast to this method, when assembling the bearing metal into the bearing hole of the transmission gear, the two are rotated relatively while their axes are aligned, and when the bearing metal is inserted into the bearing hole of the transmission gear, the The bearing metal is brought into pressure contact with the inner peripheral surface of the transmission gear due to the frictional heat generated in the above.

According to an eighth aspect of the present invention, in assembling the bearing metal in the bearing hole of the transmission gear according to the seventh aspect,
Only one of these two is rotated.

According to this specific matter, the drive source for obtaining the rotational force for friction welding can be provided only on one of the transmission gear side and the bearing metal side, and the structure of the device for friction welding can be simplified. it can.

According to a ninth solution, in the seventh or the eighth solution, after the bearing metal is inserted into the bearing hole of the transmission gear, the bearing metal is expanded while maintaining the relative rotation between the two. The bearing metal is pressed against the inner peripheral surface of the transmission gear by reducing the diameter or reducing the diameter of the bearing hole of the transmission gear.

According to this specific matter, the friction welding can be performed efficiently, the working time can be shortened, and the sufficient welding strength can be ensured.

According to a tenth aspect, in the first aspect, a sleeve member made of a sintered material is provided on an inner peripheral portion of the transmission gear. According to this specific matter, the outer peripheral surface of the bearing metal comes into contact with the sintered material having a low sliding resistance, and the wear of the outer peripheral surface of the bearing metal can be suppressed.

According to an eleventh solution, in the tenth solution, a groove is formed on the inner peripheral surface of the sleeve member so as to form a space for holding lubricating oil between the inner peripheral surface and the outer peripheral surface of the bearing metal. I have. With this specific matter, the sliding resistance between the outer peripheral surface of the bearing metal and the sleeve material can be further reduced.

According to a twelfth aspect, an outer peripheral surface of a bearing metal and an inner peripheral surface of a transmission gear are welded to a speed reducer with a clutch mechanism, which is based on the same premise as the first aspect.

According to this specific matter as well, as in the sixth solution, the bearing metal can be reliably prevented from coming off by integrating the bearing metal and the transmission gear.

A thirteenth solution is a method of assembling a bearing metal for obtaining a speed reducer with a clutch mechanism according to the twelfth solution. Specifically, after the bearing metal is inserted into the bearing hole of the transmission gear, the two are welded.

According to a fourteenth aspect, in the thirteenth aspect, the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear are welded by electron beam welding or spot welding.

According to a fifteenth solution, a bearing metal is integrally fixed to a shaft of a speed reducer with a clutch mechanism, which is the same as the first solution.

Due to this particular matter, even if the transmission gear is twisted and a difference is generated between the amount of twist and the amount of torsion of the bearing metal, the bearing metal is fixed integrally to the shaft. As long as the relative position between the transmission gear and the shaft body does not change, the bearing metal does not fall out of the transmission gear.

According to a sixteenth aspect, in the fifteenth aspect, the means for integrally fixing the bearing metal to the shaft body is selected from press-fitting, bonding, welding, or pressing, or the bearing metal is selected. It is formed of a sintered material and is sintered on the outer peripheral surface of the shaft.

A seventeenth solution embodies an engine equipped with the above-described speed reducer with a clutch mechanism.
That is, in one of the first to sixth, tenth to twelfth, and fifteenth to sixteenth solving means, the speed reducer with the clutch mechanism is mounted on the propulsion engine of the boat.

According to the specific items, the reliability of the marine propulsion engine can be improved, the occurrence of engine failure at sea can be avoided, and a highly reliable marine vessel can be provided.

[0053]

Embodiments of the present invention will be described below with reference to the drawings. In this embodiment, a case will be described in which the present invention is applied to a speed reduction reversing machine mounted on a marine propulsion engine. This reduction reversing machine transmits a driving force from a marine engine to a propeller shaft via a plurality of gears (spur gears).

FIG. 1 is a schematic view of the arrangement of various gears accommodated in the casing 11 of the speed reduction reversing machine 1 according to the present embodiment, as viewed from the engine side. FIG. 2 (the right side in the figure is the engine side) is a cross-sectional view taken along line II-II in FIG.

As shown in these figures, the speed reducer 1
An input shaft 2 is connected to an engine output shaft (not shown), and an output shaft 3 is connected to a propeller shaft (not shown). These shafts 2 and 3 are arranged coaxially and rotatably supported by a tapered roller bearing 21, 22, 31 and 32 with respect to a casing 11 of the speed reduction reversing machine 1. An input gear 23 is integrally rotatably mounted on the inner end of the casing 11 of the input shaft 2. Similarly, an output gear 33 having a diameter larger than that of the input gear 23 and serving as a rear gear according to the present invention is integrally rotatably attached to the inner end of the casing 11 of the output shaft 3.

Above the input shaft 2 and the output shaft 3 (upper left in FIG. 1), a shaft body according to the present invention and a forward rotation support shaft 4 as a rotation shaft are provided. The forward rotation support shaft 4 has tapered roller bearings 41 and 42 at both ends.
Thus, it is rotatably supported by the casing 11 of the speed reduction / reversing machine 1. Also, a shaft body and a reverse rotation support shaft 5 as a rotation shaft according to the present invention are disposed vertically above the input shaft 2 and the output shaft 3. This support shaft 5 for reverse rotation
The deceleration reversing machine 1 has tapered roller bearings at both ends.
Rotatably supported by the casing 11.

The forward rotation support shaft 4 has a forward rotation intermediate gear 43 and a reverse rotation first intermediate gear 44 integrally rotatably assembled thereto. On the other hand, a second intermediate gear 51 for reverse rotation (see FIG. 1) is integrally mounted on the support shaft 5 for reverse rotation.

The forward rotation intermediate gear 43 meshes with the input gear 23. The rotational force of the input shaft 2 is transmitted from the input gear 23 to the forward rotation support shaft 4 via the forward rotation intermediate gear 43. The first intermediate gear for reverse rotation 44 meshes with the second intermediate gear 51 for reverse rotation. Support shaft 4 for forward rotation
Of the input shaft 2 transmitted to the first intermediate gear 4 for reverse rotation
The transmission is transmitted to the reverse rotation support shaft 5 via the second rotation gear 4 and the second intermediate gear 51 for reverse rotation. Therefore, the forward rotation support shaft 4 and the reverse rotation support shaft 5 rotate in opposite directions (the forward rotation support shaft 4 rotates in the opposite direction to the input shaft 2, and the reverse rotation support shaft 5 rotates in the same direction as the input shaft 2). Rotation).

A forward rotation reduction gear 45 as a transmission gear is externally fitted at a position near the output side end of the forward rotation support shaft 4, and is also transmitted to a position near the output side end of the reverse rotation support shaft 5. A reverse rotation reduction gear 52 as a gear is externally fitted. The forward rotation reduction gear 45 is rotatable relative to the forward rotation support shaft 4, and the reverse rotation reduction gear 52 is also rotatable relative to the reverse rotation support shaft 5. The forward rotation reduction gear 45 and the reverse rotation reduction gear 52 mesh with the output gear 33, respectively. That is, when the engine driving force is transmitted to the forward rotation reduction gear 45, the engine driving force is transmitted to the output shaft 3 via the forward rotation reduction gear 45 and the output gear 33. Conversely, when the engine driving force is transmitted to the reverse rotation reduction gear 52, the engine driving force is transmitted to the output shaft 3 via the reverse rotation reduction gear 52 and the output gear 33. A thrust metal 48 for bearing the reduction gears 45 and 52 in the thrust direction is mounted on each of the support shafts 4 and 5.

Each of the support shafts 4 and 5 and each reduction gear 4
The clutch mechanism 6 is provided between the clutch mechanism 5 and the clutch mechanism 52.
Hereinafter, the clutch mechanism 6 will be described. The clutch mechanism 6 is constituted by a so-called hydraulic multi-plate clutch. Here, the clutch mechanism 6 disposed between the forward rotation support shaft 4 and the forward rotation reduction gear 45 will be described as an example. Although a similar clutch mechanism is provided between the reverse rotation support shaft 5 and the reverse rotation reduction gear 52, the structure of each of the forward rotation and reverse rotation clutch mechanisms 6 is the same. The description of the clutch mechanism is omitted.

FIG. 3 shows the support shaft 4 for normal rotation, the intermediate gear 43 for normal rotation, the gear 45 for normal rotation reduction, and the first intermediate gear 4 for reverse rotation.
FIG. 4 is a partially cutaway sectional view showing a clutch mechanism 4 and a clutch mechanism 6. As shown in this figure, the clutch mechanism 6 includes a cylindrical outer casing 61 rotatably integrated with the first intermediate gear 44 for reverse rotation and a cylindrical outer casing 61 rotatably integrated with the gear 45 for normal rotation. And a cylindrical inner casing 62. The inner peripheral surface of the outer casing 61 and the outer peripheral surface of the inner casing 62 face each other at a predetermined interval, and splines 61a and 62a are formed on these surfaces. Spline 6 of outer casing 61
1a, a plurality of outer friction plates 63, 63,... Having teeth meshing with the splines 61a on the outer peripheral edge.
However, a plurality of inner friction plates 64, 64,... Provided with teeth meshing with the splines 62a on the inner peripheral edge thereof are inserted through the splines 62a of the inner casing 62, respectively. These friction plates 63 and 64 are arranged alternately in the axial direction of the forward rotation support shaft 4, and are respectively movable in the direction in which the splines 61 a and 62 a extend (the axial direction of the forward rotation support shaft 4). I have. A stopper 66 for preventing the friction plates 63 and 64 from coming off is provided on the outer casing 61 on the side of the forward rotation reduction gear 45.

The clutch mechanism 6 has a piston 65 for switching the friction plates 63 and 64 between the engaged state and the released state. This piston 65
Is slidably supported by the forward rotation support shaft 4,
A pressing portion 65a facing the friction plates 63 and 64 is provided on the outer peripheral edge portion. The hydraulic pressure supplied from a hydraulic pump (not shown) can act on the back surface of the piston 65. An oil supply hole 46 for applying a hydraulic pressure to the back surface of the piston 65 is formed inside the forward rotation support shaft 4. The piston 65 receives the urging force of a release spring 68 mounted between the piston 65 and a spring receiver 67 fitted on the forward rotation support shaft 4. This urging force acts in a direction (rightward in FIG. 3) separating the piston 65 from the friction plates 63, 64.

Therefore, when hydraulic pressure acts on the rear surface of the piston 65, the piston 65 moves forward and resists the urging force of the release spring 68,
64 is pressed against the stopper 66 side. Thereby, the friction plates 63 and 64 are fastened to each other. As a result, the rotational force of the forward rotation support shaft 4 is transmitted to the forward rotation reduction gear 45 via the clutch mechanism 6. That is, the forward rotation support shaft 4 and the forward rotation reduction gear 45 rotate integrally. on the other hand,
When the action of the hydraulic pressure on the back surface of the piston 65 is released, the piston 65 is retracted by the urging force of the release spring 68, and the friction plates 63 and 64 are separated from each other. As a result, the rotational force of the forward rotation support shaft 4 is not transmitted to the forward rotation reduction gear 45.

Such a clutch mechanism 6 is also provided between the reverse rotation support shaft 5 and the reverse rotation reduction gear 52. For this reason, the forward rotation support shaft 4 and the forward rotation reduction gear 4
5, only the clutch mechanism 6 is engaged to transmit the rotational force of the forward rotation support shaft 4 to the output gear 33 via the forward rotation reduction gear 45. As a result, the rotation of the engine output shaft is reduced and transmitted to the propeller shaft, and the propeller shaft rotates forward and the boat moves forward. At this time, since the reverse rotation reduction gear 52 receives the rotational force from the output gear 33, it rotates in the opposite direction to the reverse rotation support shaft 5.

On the other hand, by fastening only the clutch mechanism between the reverse rotation support shaft 5 and the reverse rotation reduction gear 52, the rotational force of the reverse rotation support shaft 5 is transmitted to the output gear 33 via the reverse rotation reduction gear 52. Is transmitted. As a result, the rotation of the engine output shaft is decelerated and reversed and transmitted to the propeller shaft, and the propeller shaft is reversed and the boat retreats. At this time, since the forward rotation reduction gear 45 receives the rotational force from the output gear 33, it rotates in the opposite direction to the forward rotation support shaft 4.

A bearing is provided between the inner surface of the bearing hole 45A of the forward rotation reduction gear 45 and the outer surface of the forward rotation support shaft 4 while allowing the forward rotation reduction gear 45 to rotate relative to the forward rotation support shaft 4. The bearing metal 7 is interposed (the mounting structure of the bearing metal 7 will be described later). An oil supply passage 47 is formed in the forward rotation support shaft 4, and lubricating oil supplied from the oil supply passage 47 is supplied between the bearing metal 7 and the forward rotation support shaft 4, or the tapered roller bearing 42 or The clutch mechanism 6 is supplied with oil.

Similarly, a bearing is provided between the inner surface of the bearing hole of the reverse rotation reduction gear 52 and the outer surface of the reverse rotation support shaft 5 while allowing the relative rotation of the reverse rotation reduction gear 52 with respect to the reverse rotation support shaft 5. The bearing metal (not shown) is interposed. A refueling passage (not shown) similar to that described above is also formed in the reverse rotation support shaft 5 so that lubrication and lubrication to various locations can be performed.

-Description of Structure for Assembling Bearing Metal 7- Next, the structure for assembling the bearing metal 7 which is a characteristic feature of the present speed reduction reversing machine 1 will be described. Here, the mounting structure of the bearing metal 7 interposed between the inner surface of the bearing hole 45A of the forward rotation reduction gear 45 and the outer surface of the forward rotation support shaft 4 will be described. It is also possible to adopt as a mounting structure of a bearing metal interposed between the inner surface of the support shaft and the outer surface of the support shaft 5 for reverse rotation.

The assembly structure described below is classified into the following three types. (A) A type in which the bearing metal 7 is not fixed to any of the forward rotation reduction gear 45 and the forward rotation support shaft 4 (B) A type in which the bearing metal 7 is fixed to the forward rotation reduction gear 45 (C) The type in which the bearing metal 7 is fixed to the support shaft 4 for forward rotation will be described below.

(A) The bearing metal 7 is moved to the forward rotation reduction gear 4
5 and a type not fixed to either the forward rotation support shaft 4-(first embodiment) In this embodiment, the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45 are bonded or fixed. And the inner peripheral surface of the bearing metal 7 and the outer peripheral surface of the forward rotation support shaft 4 are not adhered or fixed.

Specifically, as shown in FIG. 4, a slight gap S1 is provided between the inner peripheral surface of the bearing metal 7 and the outer peripheral surface of the forward rotation support shaft 4. Also, a small gap S2 is provided between the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45.
Or eliminate this gap, and simply use the bearing metal 7
Is brought into contact with the inner peripheral surface of the forward rotation reduction gear 45. For example, when gaps S1 and S2 are provided between the three members 4, 7, and 45, respectively, the inner diameter of the bearing metal 7 is several μm larger than the outer diameter of the forward rotation support shaft 4.
Set only large. Similarly, the outer diameter of the bearing metal 7 is set smaller than the inner diameter of the forward rotation reduction gear 45 by several μm. Thereby, gaps S1 and S2 each having a diameter of several μm are formed between the three members 4, 7, and 45 in the radial direction. In order to eliminate the gap between the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45, the outer diameter of the bearing metal 7 and the inner diameter of the forward rotation reduction gear 45 are determined. Each is formed in agreement.

<Effect> According to this configuration, the bearing metal 7
Is not press-fitted into the bearing hole 45A of the forward rotation reduction gear 45, so that even if the forward rotation reduction gear 45 is twisted with the transmission of the engine driving force, the bearing metal 7 is almost twisted. Absent. Therefore, the bearing metal 7 is prevented from coming off due to the difference in the amount of twist between the bearing metal 7 and the forward rotation reduction gear 45 and the difference in the return position of the twist.

In particular, when the clutch mechanism 6 is switched from the disengaged state to the engaged state, or when the ship is switched between advanced and reverse, the load on the teeth of the forward rotation reduction gear 45 temporarily increases suddenly. Although the amount of torsion also increases, even in such a situation, the bearing metal 7 is hardly twisted, and the bearing metal can be effectively prevented from coming off. Accordingly, it is possible to prevent the bearing metal 7 from coming into contact with the thrust metal 48 and burning. As a result, it is possible to improve the durability and reliability of the speed reduction / reversing machine 1 and extend the life thereof. In addition, the permissible transmission torque of the forward rotation reduction gear 45 can be improved in order to respond to recent improvements in the performance of marine engines and the deregulation of engine output accompanying the revision of the Fishing Boat Law. Can also be planned. Furthermore, since the bearing metal 7 can be prevented from coming off without increasing the thickness of the boss portion of the forward rotation reduction gear 45, the size and weight of the forward rotation reduction gear 45 can be reduced, and the engine speed can be reduced. It is possible to improve the fuel consumption rate, reduce the size of the entire propulsion engine, and reduce costs. With the downsizing of the forward rotation reduction gear 45, it is possible to obtain a predetermined reduction ratio without increasing the diameter of the output gear 33, and thus the whole propulsion engine can be downsized.

These effects can be similarly exerted when the bearing metal is assembled to the reverse rotation reduction gear 52 by the same configuration as described above.

<Structure for Preventing Disengagement> In this embodiment, the bearing metal 7 does not come off due to a difference in the amount of twist between the bearing metal 7 and the forward rotation reduction gear 45, but the bearing metal 7 is not Rotation reduction gear 45 and forward rotation support shaft 4
, There is a possibility that the bearing metal 7 may fall out of the forward rotation reduction gear 45 due to the influence of vibration or the like. To prevent this, the following retaining structure is adopted. Hereinafter, the first to third retaining structures will be described. In this embodiment, any structure may be adopted.

(I) As a first retaining structure, as shown in FIG. 4, a projection 45a is formed on the inner surface of one end (left end in the figure) of the forward rotation reduction gear 45, and extends over the entire periphery thereof.
By contacting one end (left end in the figure) of the bearing metal 7 with the projection 45a, the bearing metal 7 is prevented from coming off in the left direction in the figure. In other words, the length of the bearing metal 7 is slightly shortened, and its end (the left end in the figure) is retracted from the left end of the forward rotation reduction gear 45, and the space created by this retraction is provided. The protrusion 45a is formed on the substrate.

On the other hand, as a structure for preventing the rightward rotation in the drawing, a groove 45b extending in the circumferential direction is formed on the inner peripheral surface near the right end of the forward rotation reduction gear 45, and a ring-shaped groove is formed in the groove 45b. Of the retaining ring 45c. This retaining ring 4
The end (the right end in the figure) of the bearing metal 7 is brought into contact with 5c to forcibly prevent the bearing metal 7 from coming off.

(II) As the second retaining structure, as shown in FIG. 5, a structure for preventing the bearing metal 7 from leaving in the left direction in the drawing is employed in the first retaining structure. Uses a retaining ring. That is, the groove 4 extending in the circumferential direction is formed on the inner peripheral surface of the forward rotation reduction gear 45 near the left end in the drawing.
5d is formed, and a ring-shaped retaining ring 45e is fitted into the groove 45d. The end (the left end in the figure) of the bearing metal 7 is brought into contact with the retaining ring 45e to forcibly prevent the bearing metal 7 from coming off.

(III) As a third retaining structure,
As shown in FIG. 6, a part of the bearing metal 7 is
Is to be locked. That is, the through hole 4 extending in the radial direction is formed in a part (the right end part in FIG. 6) of the transmission gear 45.
5f, a part of the bearing metal 7 (FIG. 6)
Is formed integrally with the through-hole 45f. The projection 72 is fitted into the through hole 45f to integrally engage the bearing metal 7 and the transmission gear 45. This also makes it possible to forcibly prevent the bearing metal 7 from coming off.

<Lubricating Structure> Next, the lubricating structure using the lubricating oil between the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45 in the mounting structure of the bearing metal 7 of this type will be described. .

(I) As the first lubricating structure, as shown in FIG. 7, a through hole 73 extending in the radial direction is formed in a part of the bearing metal 7. According to this configuration, a part of the lubricating oil supplied from the oil supply passage 47 formed in the forward rotation support shaft 4 is transmitted through the through hole 73 to the forward rotation reduction gear 4.
5 and the outer peripheral surface of the bearing metal 7,
Lubrication between the two 45 and 7 is performed. Thereby, wear of the forward rotation reduction gear 45 and the bearing metal 7 due to relative rotation can be suppressed.

(II) As the second lubricating structure, in addition to the first lubricating structure, as shown in FIG. 8, a groove 74 and a plurality of circular recesses 75, 75, …
Are provided. 8A is a perspective view of the bearing metal 7, FIG. 8B is a cross-sectional view taken along line bb of FIG. 8A, and FIG. 8C is cc of FIG. 8A. It is sectional drawing along the line.

According to this configuration, the lubricating oil can be held in the groove 74 or the recess 75, and the lubricating oil is always maintained between the inner peripheral surface of the forward rotation reduction gear 45 and the outer peripheral surface of the bearing metal 7. Can be made to exist, and the wear of both of them can be surely suppressed.

The first and second lubricating structures can be applied to any of the first to third retaining structures.

(Second Embodiment) This embodiment is different from the first embodiment described above.
Similarly to the embodiment, the inner peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45 are not bonded or fixed to each other, and the inner peripheral surface of the bearing metal 7 and the forward rotation support shaft are not bonded. 4 is not adhered or fixed to the outer peripheral surface.

Specifically, as shown in FIG. 9, a sleeve material 45g made of a sintered material is provided on the inner peripheral portion of the forward rotation reduction gear 45. Hereinafter, an example of the sleeve material 45g will be described.

The sleeve material 45g is made of, for example, a sintered oil-impregnated metal. That is, it is composed of a metal body formed by impregnating a porous sintered body mainly composed of metal powder with oil. The outer diameter of the sleeve member 45g is set to be equal to or slightly larger than the inner diameter of the forward rotation reduction gear 45.
Or by being sintered integrally with the inner surface of the bearing hole 45A of the forward rotation reduction gear 45, the two 45g and 45 are integrated.

The inner diameter of the sleeve member 45g is set to be equal to or slightly larger than the outer diameter of the bearing metal 7. Furthermore, this sleeve material 4
Grooves 45h, 45h,... Extending in the longitudinal direction (axial direction) are formed on the inner peripheral surface of 5g at a plurality of locations extending in the circumferential direction. As a result, as shown in FIG. 10, when the bearing metal 7 is integrally attached to the forward rotation reduction gear 45, there is a gap between the inner peripheral surface of the sleeve material 45g and the outer peripheral surface of the bearing metal 7. A space S3 for allowing the lubricating oil to exist is formed. Although FIG. 10 shows a case where the first retaining structure among the above-described retaining structures is employed, other retaining structures may be employed.

According to the structure of the present embodiment, the lubrication passage 47 formed in the forward rotation support shaft 4 is formed similarly to the lubrication structure described above.
Is supplied between the inner peripheral surface of the sleeve material 45g and the outer peripheral surface of the bearing metal 7 to perform lubrication between the two. Thereby, wear of the forward rotation reduction gear 45 and the bearing metal 7 due to relative rotation can be suppressed. The first lubricating structure described above is adopted as a configuration for supplying the lubricating oil from the oil supply passage 47 between the inner peripheral surface of the sleeve material 45g and the outer peripheral surface of the bearing metal 7.

(B) The bearing metal 7 is connected to the forward rotation reduction gear 4
Next, each embodiment of the type (B), that is, the type in which the bearing metal 7 is fixed to the forward rotation reduction gear 45, will be described.

(Third Embodiment) In this embodiment, the bearing metal 7
And the inner peripheral surface of the forward rotation reduction gear 45 is integrally welded by friction welding.

Hereinafter, a pressure welding machine 8 for performing this friction welding will be described.
And the friction welding operation will be described. As shown in FIG. 11, the press welding machine 8 includes a base 81 and a press fitting 82. The press fitting 82 is provided with a motor 83 for rotating the press fitting 82 about its axis. Further, the press fitting 82 is provided with a diameter expansion mechanism (not shown). This diameter-expansion mechanism slightly increases the outer diameter of the press-in tool 82. As shown in FIG. 11, if the diameter-expansion mechanism is operated with the bearing metal 7 attached to the press-in tool 82, A biasing force for increasing the outer diameter of the bearing metal 7 can be obtained. Specifically, a configuration is adopted in which the press fitting 82 is divided into a plurality in the circumferential direction, and each of the divided components is pressed outward by a hydraulic cylinder or the like to expand the diameter. In the case of this embodiment, the outer diameter of the bearing metal 7 is the same as the forward rotation reduction gear 4.
5 is set to be equal to or slightly smaller than the inner diameter of the bearing hole 45A.

First, as shown in FIG. 11, the forward rotation reduction gear 45, in which the inner casing 62 of the clutch mechanism 6 is integrally mounted, is used for the pressing operation using the pressing machine 8. While being fixed on the base 81, the bearing metal 7 is mounted on the press fitting 82 of the press welding machine 8. In this state, the motor 83 is driven to rotate the press-fitting tool 82 together with the bearing metal 7, and the press-fitting tool 82 is lowered (see the arrow in FIG. 11) to rotate the bearing metal 7 forward as shown in FIG. The reduction gear 45 is fitted into the bearing hole 45A.
Thereafter, the diameter expansion mechanism is operated while the rotation of the press-fitting tool 82 is maintained. As a result, the outer diameter of the bearing metal 7 slightly increases, and the outer peripheral surface of the bearing metal 7
Is pressed against the inner peripheral surface of the bearing hole 45A, and are integrally welded by frictional heat generated between the two. After the pressing operation is performed in this manner, the bearing metal 7 and the forward rotation reduction gear 45 are taken out of the pressing machine 8. This allows
The bearing metal 7 and the forward rotation reduction gear 45 integrated by friction welding are obtained.

In the case of this operation, a means for stopping the forward rotation reduction gear 45 from rotating is required so that the forward rotation reduction gear 45 does not rotate together with the bearing metal 7.

In the present embodiment, the press-fitting tool 82 is rotated, and the press-fitting tool 82 is provided with a diameter increasing mechanism. Not limited to this configuration, the base 81 may be rotated. Alternatively, the press fitting 82 and the base 81 may be rotated in opposite directions. Further, a bearing hole 45A of the forward rotation reduction gear 45 is formed in the base 81.
After the bearing metal 7 is fitted into the bearing hole 45A of the forward rotation reduction gear 45, a relative rotation between the bearing metal 7 and the forward rotation reduction gear 45 is provided. Alternatively, the diameter reduction mechanism may be operated while maintaining the pressure, and the inner peripheral surface of the bearing hole 45 </ b> A of the forward rotation reduction gear 45 may be pressed against the outer peripheral surface of the bearing metal 7 to make pressure contact.

(Fourth Embodiment) In this embodiment, the bearing metal 7
And the inner peripheral surface of the forward rotation reduction gear 45 are integrated by welding.

More specifically, the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45 are integrated by beam welding. In other words, in FIG. 13 (a cross-sectional view around the connection portion between the forward rotation reduction gear 45 and the inner casing 62), the bearing metal 7 and the forward rotation reduction gear 45 are connected to each other by electron beam welding in the hatched area C. It is integrated. In addition, the region where the electron beam welding is performed may be only on both end portions of the bearing metal 7 in the longitudinal direction, and sufficient welding strength can be obtained without welding the entire bearing metal 7 in the longitudinal direction.

Further, as another example, the outer peripheral surface of the bearing metal 7 and the inner peripheral surface of the forward rotation reduction gear 45 can be integrated by spot welding. In this case, FIG.
As shown in FIG. 7, spot welding is performed from the inside of the bearing hole 45A with the bearing metal 7 inserted into the bearing hole 45A of the forward rotation reduction gear 45. In FIG. 14, the direction of the spot welding is indicated by an arrow.

In the third and fourth embodiments, since the bearing metal 7 and the forward rotation reduction gear 45 are integrated by friction welding or welding, the bearing metal 7 comes out of the forward rotation reduction gear 45. Is reliably prevented, whereby the same effect as in the case of the above-described first embodiment can be obtained.

-(C) Type in which the bearing metal 7 is fixed to the support shaft 4 for normal rotation- Next, an embodiment of the type (C), that is, the type in which the bearing metal 7 is fixed to the support shaft 4 for normal rotation, will be described. I do.

(Fifth Embodiment) As a method for realizing this type, the bearing metal 7 is mounted on the support shaft 4 for normal rotation.
For this, means such as press-fitting, bonding, welding, and pressing are used. In other words, the inner diameter of the bearing metal 7 is set slightly smaller than the outer diameter of the support shaft 4 for normal rotation, and the support shaft 4 for normal rotation is inserted inside the bearing metal 7 by means such as shrink fitting.
Or by applying an adhesive between the two and integrally bonding them together, or by connecting the bearing metal 7 and the forward rotation support shaft 4 by electron beam welding, spot welding, friction welding or the like as described above. It is integrated.

Also, instead of the above method, the bearing metal 7
May be made of a sintered material, and sintered and integrated with the outer peripheral portion of the forward rotation support shaft 4.

In this embodiment, even if the forward rotation reduction gear 45 is twisted and a difference occurs between the amount of twist and the amount of twist of the bearing metal 7, the bearing metal 7 is attached to the forward rotation support shaft 4. The gear 45 for forward rotation reduction
As long as the relative position between the and the forward rotation support shaft 4 does not change,
The bearing metal 7 does not fall out of the forward rotation reduction gear 45. Therefore, in this embodiment, the same effects as those in the first embodiment can be obtained.

-Other Embodiments- In the above-described embodiments, the case where the present invention is applied to the reduction reversing machine mounted on the marine propulsion engine has been described. The present invention is not limited to this, but can be applied to other organizations such as automobiles.

Further, in the speed reduction / reversing machine 1 of the above-described embodiment, the forward rotation support shaft 4 to which the engine driving force is transmitted is employed as a shaft for rotatably supporting the forward rotation reduction gear 45. That is, a function of supporting the forward rotation reduction gear 45 on the forward rotation support shaft 4 has been added. The shaft body that supports the forward rotation reduction gear 45 is not limited to this.
A non-rotatable shaft that is separate from the normal rotation support shaft 4 may be employed.

Further, the forward rotation reduction gear 45, the bearing metal 7
The shape of the forward rotation support shaft 4 is not limited to the above.

[0107]

As described above, according to the present invention, the following effects are exhibited.

According to the first aspect of the present invention, there is provided a speed reducer with a clutch mechanism having a transmission gear externally rotatably fitted to a shaft via a bearing metal. In the invention according to claim 6, the bearing metal and the transmission gear are integrally welded by friction welding, and in the invention according to claim 12, the bearing metal and the transmission gear are integrated by welding. , Claim 1
In the invention described in 5, the bearing metal is integrally fixed to the shaft body. In any of these inventions, even if the transmission gear is twisted by the load applied to the transmission gear, it is possible to prevent the bearing metal from coming off. In particular,
When the clutch mechanism is switched from the disengaged state to the engaged state, the load on the teeth of the transmission gear temporarily increases suddenly, so that the amount of torsion also increases, and the bearing metal comes off easily. However, even in such a situation, the bearing metal can be effectively prevented from coming off. Therefore, it is possible to prevent the bearing metal from contacting and sticking to the thrust bearing, and to prevent abrasion due to frictional resistance with the transmission gear.
As a result, it is possible to improve the durability and reliability of the speed reduction / reversing machine and extend the life. Furthermore, since the bearing metal can be prevented from coming off without increasing the thickness of the boss portion of the transmission gear, the transmission gear can be reduced in size and weight, the fuel consumption of the engine can be improved, and the entire propulsion engine can be improved. The size and cost can be reduced. With the downsizing of the transmission gear, a predetermined reduction ratio can be obtained without increasing the diameter of the output gear meshing with the transmission gear,
This also makes it possible to reduce the size of the entire propulsion engine. Further, the same effect can be obtained in a speed reducer with a clutch mechanism provided with the bearing metal assembled by the bearing metal assembling method according to the seventh and thirteenth aspects of the present invention.

In particular, in the invention according to claim 1,
If a movement preventing means is provided to prevent the bearing metal from moving in the axial direction and coming out of the transmission gear, the bearing metal is reliably prevented from coming off, and the bearing performance of the bearing metal is stably maintained. Thus, it is possible to further improve the durability and the reliability of the speed reduction reversing machine.

According to the fourth and fifth aspects of the present invention, it is possible to ensure lubrication between the bearing metal and the transmission gear, and to suppress wear due to relative movement between the two. As a result, the life of the speed reduction / reversing machine can be further prolonged as the life of both members is prolonged.

In the invention according to claim 8, in the invention according to claim 7, when assembling the bearing metal into the bearing hole of the transmission gear, only one of the two is rotated. For this reason, a drive source for obtaining the rotational force for friction welding needs to be provided only on one of the transmission gear side and the bearing metal side, so that the configuration of the device for friction welding can be simplified, and the bearing can be provided by pressure welding. The practicality of the method of integrating metal with the transmission gear can be improved.

Further, according to the ninth aspect of the present invention, at the time of friction welding, after inserting a bearing metal into the bearing hole of the transmission gear,
While maintaining the relative rotation between the two, the diameter of the bearing metal is expanded or the diameter of the bearing hole of the transmission gear is reduced. For this reason, friction welding can be performed efficiently, and the working time can be reduced and sufficient pressure welding strength can be ensured.

In addition, according to the tenth aspect of the present invention, a sleeve member made of a sintered material is provided on the inner peripheral portion of the transmission gear. Therefore, abrasion of the outer peripheral surface of the bearing metal can be suppressed, and its life can be extended.

In the tenth aspect of the present invention, when a groove for retaining lubricating oil is provided on the inner peripheral surface of the sleeve material, the sliding resistance between the outer peripheral surface of the bearing metal and the sleeve material is reduced. The life of both members can be further reduced, and the life of the speed reduction / reversing machine can be further extended as the life of these two members is prolonged.

In the invention according to claim 17, the speed reducer with the clutch mechanism is mounted on a propulsion engine of a ship. For this reason, the reliability of the marine propulsion engine can be improved,
An engine failure at sea can be avoided, and a highly reliable ship can be provided. In addition, the allowable transmission torque of the transmission gears can be increased in order to respond to the recent increase in the performance of marine engines and the deregulation of engine output accompanying the revision of the Fishing Boat Law. Becomes possible.

[Brief description of the drawings]

FIG. 1 is a schematic view of an arrangement state of various gears accommodated in a casing of a reduction reversing machine according to an embodiment, as viewed from an engine side.

FIG. 2 is a sectional view taken along the line II-II in FIG.

FIG. 3 is a partially broken sectional view showing a peripheral portion of a forward rotation support shaft.

FIG. 4 is a cross-sectional view for explaining a mounting structure of a bearing metal according to the first embodiment.

FIG. 5 is a cross-sectional view for explaining a second retaining structure according to the first embodiment.

FIG. 6 is a cross-sectional view for explaining a third retaining structure according to the first embodiment.

FIG. 7 is a perspective view of a bearing metal for describing a first lubrication structure in the first embodiment.

FIG. 8 is a view for explaining a second lubricating structure in the first embodiment, wherein (a) is a perspective view of a bearing metal,
(B) is a sectional view taken along line bb in (a),
(C) is a sectional view taken along line cc in (a).

FIG. 9 is a perspective view showing a part of a forward rotation reduction gear and a sleeve material according to a second embodiment.

FIG. 10 is a diagram corresponding to FIG. 4 in a second embodiment.

FIG. 11 is a view showing a state before friction welding in a third embodiment.

FIG. 12 is a diagram showing a state during friction welding in the third embodiment.

FIG. 13 is a cross-sectional view around a connection portion between a forward rotation reduction gear and an inner casing in a fourth embodiment.

FIG. 14 is a view showing a direction of spot welding in another example of the fourth embodiment.

FIG. 15 is a diagram showing a meshing state between a transmission gear and an output gear.

FIG. 16 is a diagram for explaining torsion in a peripheral portion of a tooth of a transmission gear.

FIG. 17 is a diagram for explaining a difference in the amount of twist between the transmission gear and the bearing metal.

[Explanation of symbols]

 DESCRIPTION OF REFERENCE NUMERALS 1 reduction / reversing machine 3 output shaft 33 output gear (subsequent gear) 4 support shaft for forward rotation (shaft body, rotating shaft) 45 forward reduction gear (transmission gear) 45a projection (movement preventing means) 45c, 45e retaining ring (movement) 45g Sleeve material 45h Groove 5 Support shaft for reverse rotation (shaft, rotating shaft) 52 Gear for reverse rotation (transmission gear) 6 Clutch mechanism 7 Bearing metal 72 Projection (movement prevention means) 73 Through hole 74 Groove (recess) 75 recess (recess) S1, S2 gap

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3J017 AA01 AA02 AA10 CA04 CA06 DB07 DB09 3J028 EA25 EA27 EA30 EB02 EB12 EB35 EB62 FB12 FC32 FC42 FC65 GA22 HA13

Claims (17)

[Claims] A clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with a rear-stage gear on the output side, and being connected to the rotary shaft via a clutch mechanism so as to be able to be intermittently connected. In the speed reducer with a mechanism, the inner diameter of the bearing metal is slightly larger than the outer diameter of the shaft so that a slight gap is formed between the inner peripheral surface of the bearing metal and the outer peripheral surface of the shaft. On the other hand, the outer diameter of the bearing metal is slightly smaller than the inner diameter of the transmission gear so that a slight gap is formed between the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear. A reduction gear with a clutch mechanism, wherein the outer diameter of the bearing metal and the inner diameter of the transmission gear coincide with each other such that the gap is set or the gap between the two is "0". 2. The reduction gear with a clutch mechanism according to claim 1, wherein the transmission gear abuts on an axial end surface of the bearing metal, so that the bearing metal moves in the axial direction and comes out of the transmission gear. A speed reducer with a clutch mechanism, comprising a movement preventing means for preventing movement. 3. The reduction gear with a clutch mechanism according to claim 1, wherein the bearing metal is engaged with the transmission gear to prevent the bearing metal from moving in the axial direction and coming out of the transmission gear. A speed reducer with a clutch mechanism, characterized by comprising a movement preventing means. 4. The reduction gear with a clutch mechanism according to claim 1, 2 or 3, wherein a lubricating oil that penetrates through the bearing metal in a radial direction and exists between the bearing metal and the shaft body with the bearing metal. A speed reducer with a clutch mechanism, characterized in that a through-hole to be supplied to a transmission gear is formed. 5. The speed reducer with a clutch mechanism according to claim 1, wherein an outer peripheral surface of the bearing metal has a space for retaining lubricating oil between the outer peripheral surface of the transmission metal and the inner peripheral surface of the transmission gear. A speed reducer with a clutch mechanism, characterized by being provided with a concave portion to be formed. 6. A clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with a rear-stage gear on the output side, and being connected to the rotating shaft via a clutch mechanism so as to be able to be intermittently connected. A speed reducer with a clutch mechanism, wherein the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear are integrally welded by friction welding. 7. A clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with a rear-stage gear on the output side, and being connected to the rotary shaft via a clutch mechanism so as to be intermittently connectable. In a reduction gear with a mechanism, a method of assembling a bearing metal into a bearing hole of a transmission gear. When assembling a bearing metal into a bearing hole of a transmission gear, the two are relatively rotated with their axes aligned. When the bearing metal is inserted into the bearing hole of the transmission gear, the bearing metal is brought into pressure contact with the inner peripheral surface of the transmission gear by frictional heat generated between the two. Assembly method. 8. The method for assembling a bearing metal in a speed reducer with a clutch mechanism according to claim 7, wherein when assembling the bearing metal into the bearing hole of the transmission gear, only one of the two is rotated. Method of assembling bearing metal in a speed reducer with a clutch mechanism. 9. The method for assembling a bearing metal in a speed reducer with a clutch mechanism according to claim 7 or 8, wherein the bearing metal is inserted into a bearing hole of the transmission gear, and the relative rotation between the two is maintained. A method for assembling a bearing metal in a speed reducer with a clutch mechanism, wherein the bearing metal is pressed against the inner peripheral surface of the transmission gear by expanding the diameter of the bearing metal or reducing the diameter of the bearing hole of the transmission gear. 10. The speed reducer with a clutch mechanism according to claim 1, wherein a sleeve member made of a sintered material is provided on an inner peripheral portion of the transmission gear. 11. The speed reducer with a clutch mechanism according to claim 10, wherein a groove is formed on an inner peripheral surface of the sleeve material to form a space for holding lubricating oil between the sleeve material and an outer peripheral surface of the bearing metal. A speed reducer with a clutch mechanism. 12. A clutch having a transmission gear which is rotatably fitted to a shaft body via a bearing metal, meshes with a rear-stage gear on the output side, and is connected to the rotary shaft via a clutch mechanism so as to be intermittently connectable. A speed reducer with a clutch mechanism, wherein the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear are welded. 13. A clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with an output-side rear gear, and being connected to and intermittently connected to the rotary shaft via a clutch mechanism. In a speed reducer with a mechanism, a method of assembling a bearing metal into a bearing hole of a transmission gear, comprising inserting a bearing metal into a bearing hole of the transmission gear, and then welding the both. How to assemble the bearing metal on the machine. 14. A method for assembling a bearing metal in a speed reducer with a clutch mechanism according to claim 13, wherein the outer peripheral surface of the bearing metal and the inner peripheral surface of the transmission gear are welded by electron beam welding or spot welding. The method of assembling the bearing metal in the reduction gear with the clutch mechanism. 15. A clutch having a transmission gear externally rotatably fitted to a shaft body via a bearing metal, meshing with a rear-stage gear on the output side, and being connected to the rotary shaft via a clutch mechanism so as to be able to be intermittently connected. A speed reducer with a clutch mechanism, wherein the bearing metal is integrally fixed to a shaft body. 16. The speed reducer with a clutch mechanism according to claim 15, wherein the means for integrally fixing the bearing metal to the shaft body is selected from press-fitting, bonding, welding, or pressure welding, or the bearing metal is selected from the group consisting of: A speed reducer with a clutch mechanism, wherein the speed reducer is formed of a sintered material and sintered on an outer peripheral surface of a shaft body. 17. The method according to claim 1, wherein
6. The reduction gear with a clutch mechanism according to any one of 6, wherein the reduction gear with a clutch mechanism is mounted on a propulsion engine of a ship.