JP2008051336A - Marine reduction and reverse gear unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a marine reduction and reverse gear unit capable of improving acceleration performance by securing a stable ship speed and increasing an engine speed at wake boarding. <P>SOLUTION: This marine reduction and reverse gear unit is provided by arranging the direction of an output shaft 25 at an acute angle (or an obtuse angle) to an input shaft 7, and has a driving gear 15 transmitting torque from the input shaft 7, a first driven gear 30 and a second driven gear 31 meshed with the driving gear 15 and laterally arranged by sandwiching the driving gear 15, a reverse gear 16 connected to the driving gear 15 via a reverse hydraulic clutch 17, a first forward speed gear 33 connected to the first driven gear 30 via the hydraulic clutch, a second forward speed gear 36 connected to the second driven gear 31 via the hydraulic clutch, and an output shaft 26 fixed to the output shaft 25 and receiving the transmission of the torque by being directly meshed with one of the reverse gear 16, the first forward speed gear 33 or the second forward speed gear 36 or meshed via an idle gear. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a marine speed reduction reverser, and more particularly to a marine speed reduction reverser suitable for a wake boat.

  Conventionally, a so-called V-drive type speed reduction / reversing machine (for example, Patent Documents 1 to 4) in which the output shaft is arranged at an acute angle with respect to the input shaft from the engine, or the obtuse angle of the output shaft with respect to the input shaft. A so-called angle drive type reduction reverse rotation machine (for example, FIG. 4 of Patent Document 2 and Patent Document 5) is known.

Since the V drive type reduction reversing gear can be mounted horizontally on the stern side of the reduction reversing gear, the entire drive engine is centralized on the stern side to save space, In an angle drive type speed reducer / reverse gear, the engine is located slightly closer to the center from the stern, but it can be installed horizontally near the bottom of the ship, allowing for a wider interior space. Widely used in small ships.
JP 2006-117160 A Japanese Examined Patent Publication No. 6-65904 Japanese Utility Model Publication No. 6-40560 U.S. Pat. No. 4,383,829 US Pat. No. 6,443,286

  Among pleasure boats equipped with the above-described speed reducer, there is a motor boat called a wake boat dedicated to a wake board.

  Normally, a wake boat has a speed range of 0 to 45 mph (miles per hour), but at the time of wake boarding, water is poured into the ballast water to intentionally create a wave and travel at about 20 mph.

  In order to obtain a ship speed of 20 mph, even an engine with a maximum rotational speed of 5000 rpm has a speed of about 2200 rpm. Normally, the rotation speed at the maximum torque of the gasoline engine is 3600 rpm or more, and the torque tends to be insufficient around 2200 rpm.

  Therefore, the present invention provides a marine deceleration reverse gear that can secure a stable boat speed and improve acceleration performance by increasing the engine speed during wakeboarding.

  A speed reduction reversing machine according to the present invention is a marine speed reduction reversing machine in which a direction of an output shaft is arranged at an acute angle or an obtuse angle with respect to an input shaft as a first means. A gear, a first driven gear and a second driven gear that are meshed with the drive gear and arranged on the left and right sides of the drive gear, and a reverse gear connected to the drive gear via a reverse hydraulic clutch; A first forward gear connected to the first driven gear via a forward first speed hydraulic clutch, a second forward gear connected to the second driven gear via a second forward hydraulic clutch, and the output shaft. And an output gear that receives a rotational force by directly meshing with any one of the reverse gear, the forward first speed gear, or the forward second speed gear, or meshing with an idler gear. It is characterized by.

  As a second means, in the first means, the drive gear is fixed to the input shaft, while the reverse gear is rotatably supported by the input shaft, and the first driven gear and the forward gear are supported. It is preferable that the first speed gear is supported on the first support shaft, and the second driven gear and the forward second speed gear are supported on the second support shaft.

  Alternatively, as a third means, in the first means, a bevel gear is fixed to the input shaft, and the drive gear is configured such that the drive gear or a gear that transmits rotational force to the drive gear meshes with the bevel gear. Rotational force is transmitted from the input shaft, the drive gear and the reverse gear are supported by a third support shaft, the first driven gear and the first forward gear are supported by a first support shaft, The second driven gear and the forward second gear may be supported by the second support shaft.

  Furthermore, as a fourth means, in any one of the first to third means, there is further provided a hydraulic circuit that hydraulically controls the reverse hydraulic clutch, the forward first speed hydraulic clutch, and the forward second speed hydraulic clutch. The hydraulic circuit includes a shift switching valve that switches an oil path to supply hydraulic oil to the forward first-speed hydraulic clutch or the forward second-speed hydraulic clutch. It is a spring offset pilot type switching valve that uses the primary side hydraulic pressure as a pilot pressure, and is preferably configured to switch the hydraulic oil supply oil path from the second forward speed to the first forward speed as the operating hydraulic pressure increases.

  Further, as a fifth means, in the fourth means, the shift switching valve is a three-position switching valve, and the secondary side port at the intermediate switching position is operated for both forward first speed and forward second speed. It is preferable to open the oil supply oil passage.

  Further, as a sixth means, in the fourth or fifth means, it is preferable that a variable throttle valve or a variable flow rate adjusting valve is provided in a pilot oil passage of the shift switching valve.

  In addition, as a seventh means, in any one of the fourth to sixth means, it is preferable that the return spring of the shift switching valve is provided with a spring force adjusting mechanism.

  According to the marine speed reduction reverser according to the present invention, the rotational driving force from the input shaft is transmitted from the reverse gear, the forward first speed gear, or the forward first speed gear to the output shaft by switching the hydraulic clutch. Therefore, by connecting the hydraulic clutch of the forward first-speed gear, which is a large deceleration during wakeboarding, it is possible to secure a stable ship speed and improve acceleration by increasing the engine speed.

  A marine speed reduction reverser according to the present invention will be described below with reference to the drawings. Throughout the drawings, the same components are denoted by the same reference numerals.

  First, a first embodiment of a marine speed reduction reverser according to the present invention will be described with reference to FIGS. FIG. 1 is a longitudinal side view of a marine reduction reversing gear, FIG. 2 is a front view showing an arrangement state of gears, FIG. 3 is a developed sectional view taken along line III-III in FIG. 2, and FIG.

  The marine speed reduction reverser 1 includes a casing 2. The casing 2 is fixed to a housing 5 that houses a flywheel 4 and the like connected to the rotating shaft 3 of the engine E (FIG. 4). One end of an input shaft 7 is connected to the flywheel 4 via an elastic joint 6. The input shaft 7 is rotatably supported in the casing 2 by bearings 8 and 9. Note that the cover portion 5 </ b> A of the housing 5 may be formed integrally with the casing 2.

  A drive gear 15 is fixed to the input shaft 7, and a reverse gear 16 is rotatably supported. The input shaft 7 is further provided with a reverse hydraulic clutch 17 between the drive gear 15 and the reverse gear 16 for connecting the two. The reverse hydraulic clutch 17 is a known wet multi-plate clutch, and a plurality of clutch disks are fixed to an inner drum integrally formed with the reverse gear 16 and fixed to an outer drum integrally formed with the drive gear 15. Each of the plurality of pressure plates is disposed in the gap between the plurality of clutch disks, and these disks and the plates are brought into close contact with each other by the pressure of the hydraulic piston to transmit power.

  The reverse gear 16 meshes with a first idle gear 21 fixed to the idle shaft 20. The idle shaft 20 is rotatably supported by the casing 2. A second idle gear 22 is fixed to the idle shaft 20 at a position on the bow side that is separated from the first idle gear 21. The second idle gear 22 meshes with an output gear 26 fixed to the output shaft 25. A propeller P (FIG. 4) is attached to the output shaft 25. The second idle gear 22 and the output gear 26 are bevel gears, and the output shaft 25 has an acute angle with respect to the idle shaft 20. The idle shaft 20 is disposed in parallel with the input shaft 7, and therefore, the direction of the output shaft 25 is an acute angle with respect to the direction of the input shaft 7.

  A first driven gear 30 and a second driven gear 31 are arranged on the left and right sides of the drive gear 15 with the drive gear 15 interposed therebetween. The first driven gear 30 and the second driven gear 31 are engaged with the drive gear 15.

  The first driven gear 30 is fixed to the first support shaft 35. The first support shaft 35 is rotatably supported by the casing 2 and is disposed in parallel with the input shaft 7. On the first support shaft 35, a forward first speed gear 33 that meshes with the first idle gear 21 is rotatably supported at a position separated from the first driven gear 30. The first support shaft 35 is further provided with a forward first speed hydraulic clutch 37 for connecting the first driven gear 30 and the forward first speed gear 33 to each other. The forward first speed hydraulic clutch 37 is a wet multi-plate clutch similar to the reverse hydraulic clutch 17.

  The second driven gear 31 is fixed to the second support shaft 32. The second support shaft 32 is rotatably supported by the casing 2 and is disposed in parallel with the input shaft 7. A forward second speed gear 36 that meshes with the first idle gear 21 is rotatably supported on the second support shaft 32 at a position separated from the second driven gear 31. The second support shaft 32 is further provided with a forward second speed hydraulic clutch 34 for connecting the second driven gear 31 and the forward second speed gear 36 to each other. The forward second speed hydraulic clutch 34 is a wet multi-plate clutch similar to the reverse hydraulic clutch 17.

  By making the diameter of the forward first speed gear 33 smaller than the diameter of the forward second speed gear 36, the reduction ratio between the forward first speed gear 33 and the first idle gear 21 is changed to the forward second speed gear 36 and the first idle gear 31. 21 is set to be larger than the reduction ratio by 21.

  The first and second support shafts 35 and 32 are always rotated with respect to the input shaft 7 via the drive gear 15 and the first and second driven gears 30 and 31. At the other end, a gear pump 10 (FIG. 3) driven by the input shaft 7 is disposed. A hydraulic circuit for supplying hydraulic oil and lubricating oil to the hydraulic clutch and the like by the gear pump 10 is built in the hydraulic control block 11, and the hydraulic control block 11 is fixed to the casing 2.

  The marine reduction reverse gear 1 configured as described above transmits the power from the engine E (see FIG. 4) to the output shaft 25 as follows.

  In the case of reverse, the rotation of the input shaft 7 is transferred to the output shaft 25 via the drive gear 15, the reverse hydraulic clutch 17, the reverse gear 16, the first idle gear 21, the second idle gear 22, and the output gear 26. Communicated.

  When switching from reverse to first forward speed, the reverse hydraulic clutch 17 is disengaged, the forward first speed hydraulic clutch 37 is connected, and the input shaft 7 is rotated by the drive gear 15, the first driven gear 30, and the first forward gear. The rotationally reduced speed is transmitted to the output shaft 25 through the first idler gear 21, the second idler gear 22, and the output gear 26.

  When the first forward speed is switched to the second forward speed, the forward first speed hydraulic clutch 37 is disconnected, the forward second speed hydraulic clutch 34 is connected, and the rotation of the input shaft 7 is caused by the drive gear 15, the second driven gear 31, Through the forward second gear 36, the first idler gear 21, the second idler gear 22, and the output gear 26, the rotation that is slightly decelerated compared to the first forward gear is transmitted to the output shaft 25.

  A first embodiment of a hydraulic circuit for controlling the reverse hydraulic clutch 17, the forward first speed hydraulic clutch 37, and the forward second speed hydraulic clutch 34 will be described with reference to FIG.

  The gear pump 10 on the second support shaft 32 is driven by the rotation of the input shaft 7. The gear pump 10 sucks and discharges the oil in the oil reservoir 40 in the casing 2 through the oil filter 41. The hydraulic oil discharged from the gear pump 10 is sent to the reverse hydraulic clutch 17 through the forward / reverse switching valve 42 or through the forward / reverse switching valve 42 and the electromagnetic shift switching valve 46 to the forward first speed hydraulic clutch 37 or the forward second speed. The hydraulic clutch 34 is sent.

  In the illustrated example, the forward / reverse switching valve 42 employs a manual 5-port 3-position switching valve. The forward / reverse switching valve 42 can be connected to a shift operation lever 42a in the ship by a wire cable (not shown).

  The hydraulic circuit is equipped with a relief valve 47 having a loose insertion function in order to reduce the impact caused by the sudden engagement of the clutches 17, 34, and 37. The relief valve 47 is provided with a hydraulic piston-like spring receiver 49 capable of compressing the pressure adjusting spring 48 in a cylinder (not shown), and the forward output port of the forward / reverse switching valve 42 and the oil chamber of the spring receiver 49 and A pressure regulating circuit is added which connects throttle passages branched from the reverse output ports. When the forward / reverse switching valve 42 is in the neutral position (the position shown in FIG. 4), the spring receiver 49 is in the last retracted position by the biasing force of the pressure adjusting spring 48, and the relief valve 47 functions as a relief valve with a small set pressure. . When the forward / reverse switching valve 42 is switched to forward or reverse, the spring receiver 49 moves in a direction to compress the pressure adjusting spring 48 with a time delay, and the set pressure of the relief valve 47 gradually increases, and the spring receiver 49 is moved. When the specified stroke is reached, the maximum pressure of the clutch hydraulic oil is obtained. Thus, the hydraulic pressure of the clutch is gradually increased.

  The oil escaping from the relief valve 47 is cooled by the oil cooler 50 and then sent to the lubricating oil passage 51. The set pressure of the lubricating oil passage 51 is adjusted by a relief valve 52.

  In the first embodiment of the hydraulic circuit, the forward / reverse switching valve 42 is switched to the forward side or the reverse side to normally travel. During this normal traveling, the electromagnetic shift switching valve 46 is not excited and is in the illustrated position, and the forward second speed hydraulic clutch 34 is engaged. The top of the grip portion of the shift operation lever 42a is provided with a changeover switch 42b linked to the electromagnetic shift changeover valve 46, and switching from the second forward speed to the first forward speed by switching based on this electrical command. It is done. During wakeboarding, where the weight is increased by ballast water injection, by connecting the forward first speed hydraulic clutch 37 for large deceleration, the engine speed can be increased and the high torque range can be used and stabilized. The ship speed can be secured and the acceleration performance can be improved. When traveling normally without wakeboarding, the electromagnetic shift switching valve 46 disconnects the forward first-speed hydraulic clutch 37 and connects the forward second-speed hydraulic clutch 34, thereby reducing the engine speed and improving economic efficiency. Good and stable sailing.

  Next, a second embodiment of the hydraulic circuit will be described with reference to FIG. In the second embodiment of the hydraulic circuit, the shift switching valve 46a is a pilot-type spring return switching valve that operates using the primary hydraulic pressure as a pilot pressure instead of the electromagnetic shift switching valve 46. The other configurations are the same as those of the first embodiment.

  The shift switching valve 46a shown in FIG. 5 is a spring offset switching valve, and a secondary port is opened to an oil passage 52 that supplies hydraulic oil to the forward second-speed hydraulic clutch 34 that is normally used for traveling at a normal position. In addition, an oil passage 53 that supplies hydraulic oil to the hydraulic clutch 37 for forward first speed that is used for large-speed deceleration traveling is connected to the drain.

  When the rotational speed of the gear pump 10 increases as the rotational speed of the input shaft 7 increases as the engine speed is increased, the pressure of the oil flowing through the primary side oil passage 56, that is, the pilot pressure increases, and the shift switching valve 46a is offset. Shifting to the right in the figure against the spring force of the spring 55. As a result, the shift switching valve 46a drains the oil passage 52 that supplies the hydraulic oil to the forward second-speed hydraulic clutch 34, while the oil passage 53 that supplies the hydraulic oil to the forward first-speed hydraulic clutch 37 is the primary side. By communicating with the oil passage 56, the forward second-speed hydraulic clutch 34 is disconnected and the forward first-speed hydraulic clutch 37 is connected.

  Since the hydraulic circuit of the second embodiment operates as described above, when the engine speed is increased during wakeboarding that travels at a relatively low speed with its own weight increased by ballast water injection, it automatically advances 1 The speed hydraulic clutch 37 is connected, and a high torque range can be used to ensure a stable ship speed and to improve the acceleration performance. During normal cruising without wakeboarding, in order to reduce the engine speed, the forward first speed hydraulic clutch 37 is automatically disconnected and the forward second speed hydraulic clutch 34 is connected so that stable traveling is achieved. it can. The operator is released from the complicated clutch switching operation and does not need to be aware of it during operation.

  Next, a third embodiment of the hydraulic circuit will be described with reference to FIG. The third embodiment of the hydraulic circuit is a modification of the second embodiment of the hydraulic circuit.

  In the third embodiment of the hydraulic circuit, the shift switching valve 46b is a pilot-type spring return switching valve that uses the hydraulic pressure of the primary oil passage 56 of the switching valve as a pilot pressure, and is a three-position switching valve. This is the same as the second embodiment of the circuit.

  However, in the shift switching valve 46b shown in FIG. 6, the secondary side port at the intermediate position supplies hydraulic oil to the hydraulic oil supply oil passages of both the forward first speed hydraulic clutch 37 and the forward second speed hydraulic clutch 34. This is different from the shift switching valve 46a shown in FIG.

  Further, the variable throttle valve 58 is provided in the pilot oil passage 57 of the shift switching valve 46b, and the spring force adjusting mechanism 55a is provided in the return spring 55 of the shift switching valve 46b. Different from the circuit.

  According to the third embodiment of the hydraulic circuit adopting the above-described configuration, when the first forward speed is switched to the second forward speed, the hydraulic oil temporarily moves forward 1 at the intermediate position of the shift switching valve 46b. It is supplied to both the high speed hydraulic clutch 37 and the forward second speed hydraulic clutch 34. As a result, as indicated by the solid line in the graph of FIG. 7, there is no temporary decrease in the rotational speed of the output shaft as shown by the broken line at the moment of switching from the first forward speed to the second forward speed, and the friction clutch slip engagement. There is a combined effect, and a smooth shift is performed.

  In the illustrated example, a configuration in which the pilot oil passage 57 is provided with the variable throttle valve 58 and a configuration in which the return spring 55 is provided with a spring force adjusting mechanism 55a are employed. Since the timing of shift switching between the second speed is adjusted, either one of the configurations may be adopted. The variable throttle valve 58 may be a variable flow rate adjusting valve.

  Next, a second embodiment of a marine speed reduction reverser according to the present invention will be described with reference to FIGS.

  As shown in FIG. 8, in the marine reduction speed reducer 1A of the second embodiment, the bevel gear 60 is fixed to the input shaft 7a supported by the casing 2a. The drive gear 15 a that meshes with the bevel gear 60 is fixed to the third support shaft 61. The third support shaft 61 is supported by the casing 2a so as to be oriented at an acute angle with respect to the axis of the input shaft 7a. A reverse gear 16a is rotatably supported on the third support shaft 61 at a position on the bow side that is separated from the drive gear 15a. Between the drive gear 15a and the reverse gear 16a, a reverse hydraulic clutch 17a for connecting the two is provided. The reverse gear 16a meshes with the output gear 26a of the output shaft 25a. The output shaft 25a is rotatably supported by the casing 2a so as to be parallel to the third support shaft 61. Therefore, the direction of the output shaft 25a is arranged at an acute angle with respect to the input shaft 7a.

  A first driven gear 30a and a second driven gear 31a are arranged on the left and right sides of the drive gear 15a with the drive gear 15a interposed therebetween. The first driven gear 30a and the second driven gear 31a mesh with the drive gear 15a.

  The first driven gear 30a is fixed to the first support shaft 35a. The first support shaft 35 a is rotatably supported by the casing 2 a and is disposed in parallel with the third support shaft 61. A first forward gear 33a that meshes with the output gear 26a is rotatably supported on the first support shaft 35a at a position on the bow side that is separated from the first driven gear 30a. The first support shaft 35a is further provided with a first forward speed hydraulic clutch (not shown) for connecting the first driven gear 30a and the first forward gear 33a.

  The second driven gear 31a is fixed to the second support shaft 32a. The second support shaft 32 a is rotatably supported by the casing 2 a and is disposed in parallel with the third support shaft 61. On the second support shaft 32a, a forward second gear 36a that meshes with the output gear 26a is rotatably supported at a position on the bow side that is separated from the second driven gear 31a. The second support shaft 32a is further provided with a forward second speed hydraulic clutch (not shown) for connecting the second driven gear 31a and the forward second speed gear 36a.

  The marine speed reduction reversing machine of the second embodiment can secure a space in the upper part of the casing 2 as much as the input shaft is shorter than that of the first embodiment, and can be made compact. In addition, the thing similar to the said 1st Embodiment is employable as a hydraulic circuit.

  Next, a third embodiment of the marine speed reduction reverser according to the present invention will be described with reference to FIGS. In the first and second embodiments, the example of the V drive type is shown. However, the third embodiment shows an example of the angle drive type.

  3rd Embodiment has shown the example which excluded the idle shaft from the said 1st Embodiment and deform | transformed into the angle drive type.

  During reverse travel, the engine is rotated by the elastic joint 6, the input shaft 7b, the drive gear 15b fixed to the input shaft 7b, the reverse hydraulic clutch 17b, the reverse gear 16b rotatably supported by the input shaft 7b, and the output gear. It is transmitted to the output shaft 25b via 26b.

  In the case of the first forward speed, the engine is rotated by the elastic joint 6, the input shaft 7b, the drive gear 15b fixed to the input shaft 7b, the first driven gear 30b fixed to the first support shaft 35b and meshing with the drive gear 15b, It is transmitted to the output shaft 25b via the forward first speed hydraulic clutch 37b, the forward first speed gear 33b, and the output gear 26b.

  In the case of the second forward speed, the engine is rotated by the elastic joint 6, the input shaft 7b, the drive gear 15b fixed to the input shaft 7b, the second driven gear 31b fixed to the second support shaft 32b and meshing with the drive gear 15b, This is transmitted to the output shaft 25b via the forward second speed hydraulic clutch 34b, the forward second speed gear 36b, and the output gear 26b.

  Next, a fourth embodiment of a marine speed reduction reverser according to the present invention will be described with reference to FIGS. The fourth embodiment is an example in which the second embodiment is modified to an angle drive type, and the drive gear 15c is not directly meshed with the bevel gear 60 fixed to the input shaft 7c but is driven to the third support shaft 61c. Another gear 62 fixed side by side with the gear 15c meshes with the bevel gear 60, and the rotation of the input shaft 7c is transmitted from the gear 62 to the drive gear 15c through the third support shaft 61c. That is, the gear 62 is integrally connected to the drive gear 15c.

  During reverse travel, engine rotation is transmitted to the output shaft 25c via the elastic joint 6, the input shaft 7c, the bevel gear 60, the gear 62, the drive gear 15c, the reverse hydraulic clutch 17c, the reverse gear 16c, and the output gear 26c. The

  At the first forward speed, the engine rotates by the elastic joint 6, the input shaft 7c, the bevel gear 60, the gear 62, the drive gear 15c, the first driven gear 30c supported by the first support shaft 35c, and the first forward speed hydraulic pressure. It is transmitted to the output shaft 25c through the clutch 37c, the first forward gear 33c supported by the first support shaft 35c, and the output gear 26c.

  At the second forward speed, the engine is rotated by the elastic joint 6, the input shaft 7c, the bevel gear 60, the gear 62, the drive gear 15c, the second driven gear 31c supported by the second support shaft 32c, and the second forward hydraulic pressure. It is transmitted to the output shaft 25c via the clutch 34c, the forward second gear 36c supported by the second support shaft 32c, and the output gear 26c.

  In the fourth embodiment, similarly to the second embodiment, the gear 62 may be omitted and the drive gear 15c may be meshed with the bevel gear 60.

It is a vertical side view which shows 1st Embodiment of the marine reduction reverse rotation machine which concerns on this invention. It is a front view which shows the meshing state of the gear of the marine reduction reverse rotation machine of FIG. FIG. 3 is a developed sectional view taken along line III-III in FIG. 2. It is a hydraulic circuit diagram which shows 1st Embodiment of the hydraulic circuit mounted in the marine speed reduction reverse rotation machine of FIG. FIG. 5 is a hydraulic circuit diagram showing a second embodiment of the hydraulic circuit, which is a modification of the hydraulic circuit shown in FIG. 4. FIG. 6 is a hydraulic circuit diagram showing a third embodiment of the hydraulic circuit, which is a modification of the hydraulic circuit shown in FIG. 5. It is a graph which shows the output characteristic of a marine reduction reverse rotation machine provided with the hydraulic circuit shown in FIG. It is a vertical side view which shows 2nd Embodiment of the marine reduction reverse rotation machine which concerns on this invention. It is a front view which shows the meshing state of the gear of the marine reduction reverse rotation machine of FIG. It is a vertical side view which shows typically 3rd Embodiment of the marine reduction reverse rotation machine which concerns on this invention. It is a front view which shows the meshing state of the gear of the marine reduction reverse rotation machine of FIG. It is an expanded sectional view which follows the XII-XII line of FIG. It is a vertical side view which shows typically 4th Embodiment of the marine reduction reverse rotation machine which concerns on this invention. It is a front view which shows the meshing state of the gear of the marine reduction reverse rotation machine of FIG. It is an expanded sectional view which follows the XV-XV line | wire of FIG.

Explanation of symbols

1, 1A Marine reduction reverser 2, 2a, 2b, 2c Casing 7, 7a, 7b, 7c Input shaft 10 Gear pump 15, 15a, 15b, 15c Drive gears 16, 16a, 16b, 16c Reverse gears 17, 17a, 17b, 17c Reverse hydraulic clutch 25, 25a, 25b, 25c Output shaft 26, 26a, 26b, 26c Output gear 30, 30a, 30b, 30c First driven gear 31, 31a, 31b, 31c Second driven gear 32, 32a, 32b 32c Second support shafts 33, 33a, 33b, 33c First forward gears 34, 34b, 34c Second forward hydraulic clutches 35, 35a, 35b, 35c First support shafts 36, 36a, 36b, 36c Second forward gears 37, 37b, 37c First forward speed hydraulic clutch 21 First idle gear 22 Second idle gear 60 Bevel gears 61, 6 c third support shaft 62 gear 46a, 46b shift the switching valve

Claims (7)

A marine speed reduction reversing machine in which the output shaft is oriented at an acute angle or an obtuse angle with respect to the input shaft,
A drive gear to which rotational force is transmitted from the input shaft;
A first driven gear and a second driven gear that mesh with the drive gear and are arranged on the left and right sides of the drive gear;
A reverse gear coupled to the drive gear via a reverse hydraulic clutch;
A forward first speed gear coupled to the first driven gear via a forward first speed hydraulic clutch;
A forward second-speed gear coupled to the second driven gear via a forward second-speed hydraulic clutch;
An output gear which is fixed to the output shaft and receives a rotational force by directly meshing with any one of the reverse gear, the forward first speed gear, or the forward second speed gear, or meshing via an idle gear;
A marine speed reduction reverser characterized by comprising: The drive gear is fixed to the input shaft, while the reverse gear is rotatably supported by the input shaft,
The first driven gear and the forward first speed gear are supported by a first support shaft;
The marine reduction reverse gear according to claim 1, wherein the second driven gear and the forward second gear are supported by a second support shaft. A bevel gear is fixed to the input shaft,
The drive gear receives the rotational force from the input shaft by meshing the drive gear or a gear that transmits rotational force to the drive gear with the bevel gear,
The drive gear and the reverse gear are supported by a third support shaft,
The first driven gear and the forward first speed gear are supported by a first support shaft;
The marine reduction reverse gear according to claim 1, wherein the second driven gear and the forward second gear are supported by a second support shaft. A hydraulic circuit that hydraulically controls the reverse hydraulic clutch, the forward first speed hydraulic clutch, and the forward second speed hydraulic clutch;
The hydraulic circuit includes a shift switching valve that switches an oil path to supply hydraulic oil to the forward first speed hydraulic clutch or the forward second speed hydraulic clutch,
The shift switching valve is a pilot-type spring return switching valve that uses the primary side hydraulic pressure of the shift switching valve as a pilot pressure, and switches the hydraulic oil supply oil path from the second forward speed to the first forward speed as the operating hydraulic pressure increases. The marine speed reduction reverser according to any one of claims 1 to 3, wherein the marine speed reduction reverse rotation machine is configured as described above. The shift switching valve is a three-position switching valve, and is configured to supply hydraulic oil to the hydraulic oil supply oil passages of both the first forward speed and the second forward speed at an intermediate position. The marine speed reduction reverser according to claim 4. The marine speed reduction reverser according to claim 4 or 5, wherein a variable throttle valve or a variable flow rate adjusting valve is provided in a pilot oil passage of the shift switching valve. The marine speed reduction reverser according to any one of claims 4 to 6, wherein the return spring of the shift switching valve is provided with a spring force adjusting mechanism.

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