JP2015116968A - Marine gear device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a marine gear device 11, in which a pressure reducing valve 65 is configured to have a high rigidity so that it can endure a high hydraulic fluid pressure during normal navigation so as to solve problems of increases in the weight and size of the pressure reducing valve 65, which may cause an increase in manufacturing costs.SOLUTION: A lubricant passage 42 for filling a forward/reverse selector mechanism 16 with lubricant is branched from a hydraulic fluid passage 24 that extends from a hydraulic fluid pump 21 to a forward/reverse selector mechanism 16 via a forward/reverse selector valve 26. A low pressure fluid passage 63 is branched from the lubricant passage 42. The low pressure fluid passage 63 is provided with a trolling device 64 for controlling a hydraulic fluid pressure flowing to the forward/reverse selector mechanism 16. In the hydraulic fluid passage 24, the outlet side of the low pressure fluid passage 63 is joined between a branch part 42a to the lubricant passage 42 and the forward/reverse selector valve 26. At the junction part between the hydraulic fluid passage 24 and the low pressure fluid passage 63, there is provided a junction selector valve 80 for selecting for the forward/reverse selector mechanism 16 either introducing a hydraulic fluid pressure via the hydraulic fluid passage 24 or introducing a hydraulic fluid pressure via the low pressure fluid passage 63.

Description

  The present invention relates to a marine gear device that transmits rotational power of a main engine mounted on a ship to a propeller.

  In recent years, engines such as pleasure boats have been rotating at high speeds. When this type of ship sails at a low speed such as trolling, low speed is required, but if a high speed engine is driven at low speed, hunting or engine stall may occur. For this reason, the hydraulic clutch provided between the engine and the propeller propulsion shaft is slip-engaged (half-clutch engagement), so that the propeller is rotated at a low speed while maintaining the engine at a constant speed. Is possible.

  As a structure for slip-engaging a hydraulic clutch, for example, in Patent Document 1, a trolling device that adjusts an operating hydraulic pressure toward the hydraulic clutch is provided. The trolling device controls the output hydraulic pressure of the pressure reducing valve according to the amount of operation of the pressure reducing valve that can reduce the hydraulic pressure and supply it to the hydraulic clutch, and the slow speed travel means (such as the trolling lever and trolling dial) provided on the ship. And a directly connected solenoid valve that turns on and off the supply of hydraulic oil to the proportional solenoid valve.

  When the hydraulic oil supply to the proportional solenoid valve is turned on by the direct solenoid valve, the pilot pressure corresponding to the operation amount of the slow speed travel means is applied to the pressure reducing valve by the proportional solenoid valve, and the hydraulic pressure inversely proportional to the pilot pressure is reduced. As a result of adding to the hydraulic clutch from the valve, the hydraulic clutch slip-engages in accordance with the hydraulic pressure from the pressure reducing valve, the propeller rotates at a low speed, and the ship sails at a slow speed. When the hydraulic oil supply to the proportional solenoid valve is turned off by the directly connected solenoid valve, the reduction valve is fully opened and the hydraulic clutch is fully engaged. The ship will normally navigate. In the case of slow speed navigation, a low pressure hydraulic pressure is added to the hydraulic clutch from the pressure reducing valve, and in the case of normal navigation, a high pressure hydraulic pressure is added to the hydraulic clutch from the pressure reducing valve.

Japanese Utility Model Publication No. 6-78637

  By the way, because the hydraulic pressure from the pressure reducing valve is low during normal sailing, the hydraulic pressure from the pressure reducing valve is high during normal navigation, so that it can withstand the high hydraulic pressure during normal navigation. It is necessary to configure the pressure reducing valve with high rigidity. However, if the pressure reducing valve is configured with high rigidity, there is a problem in that the weight of the pressure reducing valve is increased, the size thereof is increased, and the manufacturing cost is increased.

  In Patent Document 1, a lubricating oil path for lubricating the hydraulic clutch is branched from a hydraulic oil path from the hydraulic oil pump to the hydraulic clutch via a forward / reverse switching valve, and the lubricating oil cooler is branched into the lubricating oil path. Is provided. The hydraulic oil is cooled by a lubricating oil cooler. A trolling device is provided between the branching portion to the lubricating oil passage and the forward / reverse switching valve in the hydraulic oil passage.

  However, in the structure of Patent Document 1, during the slow speed navigation, excess hydraulic oil supplied to the trolling device (pressure reducing valve) is returned to the hydraulic oil tank as it is (drained), so that the lubricating oil cooler has a sufficient amount. Hydraulic fluid cannot be supplied. For this reason, there also existed a problem that it was easy to raise the operating oil temperature and it was difficult to maintain heat balance.

  This invention makes it a technical subject to provide the marine gear apparatus which considered the above present conditions and improved.

  The invention of claim 1 is a marine gear device that transmits the rotational power of a main engine mounted on a ship to a propeller via a forward / reverse switching mechanism, and is supplied to the forward / reverse switching mechanism from a hydraulic oil pump via a forward / reverse switching valve. A lubricating oil passage for oil injection to the forward / reverse switching mechanism is branched from the hydraulic oil passage reaching, a low-pressure oil passage is branched from the lubricating oil passage, and the low-pressure oil passage is directed to the forward / reverse switching mechanism. A trolling device for adjusting the operating oil pressure is provided, and an outlet side of the low-pressure oil passage is joined between the branch portion to the lubricating oil passage and the forward / reverse switching valve in the hydraulic oil passage; A merging switching valve that selectively switches whether to introduce the hydraulic pressure via the hydraulic oil passage or the hydraulic pressure via the low-pressure oil passage toward the forward / reverse switching mechanism at the junction with the low-pressure oil passage. Is that

  According to a second aspect of the present invention, in the marine gear device according to the first aspect, a lubricating oil cooler is provided in the lubricating oil passage, and an inlet side of the low-pressure oil passage is provided downstream of the lubricating oil cooler in the lubricating oil passage. It is branched and connected.

  According to a third aspect of the present invention, in the marine gear device according to the first aspect, a lubricating oil cooler is provided in the hydraulic oil path between the hydraulic oil pump and a branching portion to the lubricating oil path. is there.

  According to a fourth aspect of the present invention, in the marine gear device according to the first aspect, a cooling oil passage for circulating the hydraulic oil is provided separately from the hydraulic oil passage, and a hydraulic oil pump and a hydraulic oil cooler are provided in the cooling oil passage. It is that.

  According to a fifth aspect of the present invention, in the marine gear device according to any one of the first to fourth aspects, the merging switching valve is selectively used by using a pilot pressure introduced from the trolling device through a pilot oil passage. It is configured to be switched.

  According to the first aspect of the present invention, there is provided a marine gear device for transmitting the rotational power of a main engine mounted on a ship to a propeller via a forward / reverse switching mechanism, and the forward / reverse switching mechanism from a hydraulic oil pump via a forward / reverse switching valve. The lubricating oil passage for oil injection to the forward / reverse switching mechanism is branched from the hydraulic oil passage leading to, the low-pressure oil passage is branched from the lubricating oil passage, and the forward / reverse switching mechanism is connected to the low-pressure oil passage. A trolling device that adjusts the working hydraulic pressure toward the hydraulic oil passage, and an outlet side of the low-pressure oil passage is joined between the branch portion to the lubricating oil passage and the forward / reverse switching valve in the hydraulic oil passage; And a switching section for selectively switching whether to introduce the hydraulic pressure via the hydraulic oil path or the hydraulic pressure via the low-pressure oil path toward the forward / reverse switching mechanism at the merging portion between the hydraulic pressure path and the low-pressure oil path Since there is a valve, Due to the presence of the flow switching valve, low-pressure hydraulic pressure via the low-pressure oil passage (including the trolling device) can be introduced toward the forward / reverse switching mechanism during slow speed navigation, and via the hydraulic oil passage during normal navigation. Can be introduced toward the forward / reverse switching mechanism. That is, high working hydraulic pressure is not introduced into the trolling device on the low pressure oil passage side. Therefore, it is not necessary to configure the trolling device with high rigidity so that it can withstand the high hydraulic pressure during normal navigation, and the trolling device can be configured to be lightweight and compact, thereby reducing manufacturing costs. In addition, it contributes to the improvement of durability and long life of the trolling device.

  According to the second to fourth aspects of the invention, even when traveling at a slow speed, the entire amount of hydraulic oil discharged from the hydraulic oil pump passes through each cooler, so that the hydraulic oil can be effectively cooled and the heat balance is maintained. easy. In particular, in the inventions of claims 3 and 4, the entire amount of hydraulic oil supplied to the hydraulic circuit can be reliably cooled regardless of the navigation state, and the heat balance can be maintained even better.

  According to the invention of claim 5, since the merging switching valve is selectively switched using the pilot pressure introduced from the trolling device through the pilot oil passage, the merging switching valve Can be automatically switched according to the state of the trolling device. For this reason, the troublesome operation with respect to the manual merging switching valve and the control program for the electromagnetic merging switching valve become unnecessary.

It is a schematic side view of a pleasure boat provided with a marine gear device. It is a side view of a marine gear apparatus. It is explanatory drawing of the hydraulic circuit of 1st Embodiment in a marine gear apparatus. It is a principal part expansion explanatory drawing of the hydraulic circuit at the time of slow speed navigation. It is a principal part expansion explanatory drawing of the hydraulic circuit at the time of normal navigation. It is explanatory drawing of the hydraulic circuit of the modification in a marine gear apparatus. It is explanatory drawing of the hydraulic circuit of 2nd Embodiment in a marine gear apparatus. It is explanatory drawing of the hydraulic circuit of 3rd Embodiment in a marine gear apparatus.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings (FIGS. 1 to 8). As shown in FIG. 1, a pleasure boat 1 that is a ship includes a hull 2, a cabin 3 disposed on the center of the upper surface of the hull, a rudder 4 provided on the bottom tail side of the hull 2, and a bottom tail side of the hull 2. And a propeller 5 disposed in front of the rudder 4. The cabin 3 is a control section. Inside the cabin 3 are a steering handle (not shown) that changes the traveling direction of the hull 2 to the left and right by steering, a forward / reverse lever 32 (see FIG. 3) that switches the traveling direction of the hull 2 between forward and reverse, and the hull. 2 is provided with a trolling lever (not shown) as a slow speed navigation means for navigating at a low speed. A propulsion shaft 6 for rotating the propeller 5 is supported on the rear bottom side of the hull 2. A propeller 5 is attached to the protruding end side of the propulsion shaft 6. The slow speed navigation means is not limited to the lever type but may be a dial type.

  In the hull 2, an engine 10 as a main engine that is a drive source of the propeller 5, and a marine gear device 11 (deceleration reverse rotation device) that transmits the rotational power of the engine 10 to the propeller 5 via the propulsion shaft 6 are provided. . The propeller 5 rotates by the rotational power transmitted from the engine 10 to the propulsion shaft 6 via the marine gear device 11.

  As shown in FIG. 2, the marine gear device 11 includes a coupling (not shown) on the input shaft 12 connected to the flywheel (not shown) of the engine 10 via a damper joint (not shown) and the propulsion shaft 6. An output shaft 13 connected through the forward shaft 14, a forward clutch 14 (see FIG. 3) that interrupts power transmission in the forward (forward) direction from the input shaft 12 toward the output shaft 13, and the input shaft 12 to the output shaft 13. The reverse clutch 15 (refer FIG. 3) which interrupts the power transmission of the reverse rotation (reverse) direction which goes is provided. A combination of the forward clutch 14 and the reverse clutch 15 constitutes a forward / reverse switching mechanism 16. The marine gear device 11 is provided with an oil passage case portion 17 in which a hydraulic circuit 20 described later is accommodated on a side surface opposite to the protruding side of the input shaft 12 (see FIG. 2).

  The forward clutch 14 and the reverse clutch 15 are wet multi-plate hydraulic friction clutches. By bringing the friction plates of the clutches 14 and 15 into pressure contact with the operating hydraulic pressure, the input shaft 12 and the output shaft 13 are connected so as to be able to transmit power. That is, when the forward clutch 14 is connected and the reverse clutch 15 is disconnected, the forward power is transmitted to the output shaft 13 as an output in the normal rotation (forward) direction, and the forward clutch 14 is disconnected. By connecting the reverse clutch 15, a reverse state is established in which the rotational power of the input shaft 12 is transmitted to the output shaft 13 as an output in the reverse (reverse) direction, and both the forward clutch 14 and the reverse clutch 15 are disconnected, A neutral state in which power is not transmitted to the output shaft 13 is established. If the pressure of the friction plates of the clutches 14 and 15 is increased or decreased by operating hydraulic pressure to cause slip engagement (half-clutch engagement), a part of the rotational power of the input shaft 12 is transmitted to the output shaft 13 for output. The shaft 13 and thus the propeller 5 are in a low speed running state where the rotation is low.

  Next, the structure of the hydraulic circuit 20 of the marine gear device 11 will be described with reference to FIG. The hydraulic circuit 20 of the first embodiment in the marine gear device 11 includes a hydraulic oil pump 21 that is driven by the rotational power of the engine 10. The hydraulic oil pump 21 supplies hydraulic oil to the forward clutch 14 and the reverse clutch 15. The suction side of the hydraulic oil pump 21 is connected to the hydraulic oil tank 22 via the hydraulic oil strainer 23. The hydraulic oil passage 24 extending from the discharge side of the hydraulic oil pump 21 is connected to the forward clutch 14 and the reverse clutch 15 via a merging switching valve 80 and a forward / reverse switching valve 26 which will be described later. The hydraulic oil passage 24 of the first embodiment includes an operating oil passage 27 that connects the hydraulic oil pump 21 to the merging switching valve 80, an intermediate oil passage 28 that connects the merging switching valve 80 to the forward / reverse switching valve 26, and forward / backward travel. The forward oil passage 29 extends from the switching valve 26 to the forward clutch 14, and the reverse oil passage 30 extends from the forward / reverse switching valve 26 to the reverse clutch 15.

  The forward / reverse switching valve 26 has a total of nine ports. When the forward / reverse lever 32 is switched, the forward movement position for supplying hydraulic oil to the forward oil passage 29 and the reverse movement for supplying hydraulic oil to the reverse oil passage 30 are provided. It is configured to be switchable to three positions: a position and a neutral position where supply of hydraulic oil to both 29 and 30 is stopped. Two of the nine ports of the forward / reverse switching valve 26 are connected to the forward oil passage 29 and the reverse oil passage 30. One port on the opposite side of the forward and reverse oil passages 29 and 30 is connected to the intermediate oil passage 28.

  Of the remaining six ports, three ports on the forward and reverse oil passages 29 and 30 side are a back pressure oil passage 36 leading to a later-described slow fitting valve 51 and a forward bypass connecting to a forward lubricating oil passage 43 described later. The oil passage 37 is connected to a reverse bypass oil passage 38 connected to a reverse lubricant oil passage 44 described later. Three ports on the side of the intermediate oil passage 28 include a distribution oil passage 39 connected between the hydraulic oil pump 21 and the merging switching valve 80 in the operation source oil passage 27, and a drain oil passage 40 directly leading to the hydraulic oil tank 22. And the bypass oil passage 41 connected to the lubrication source oil passage 42 branched from between the operation oil pump 21 and the branch portion 39a to the distribution oil passage 39 in the operation source oil passage 27.

  The lubrication source oil passage 42 is for injecting the working oil into the forward and reverse clutches 14 and 15 as lubricating oil. As described above, the branching portion 42a from the inlet side (upstream side) of the lubricating base oil passage 42, that is, the branching portion 42a from the working base oil passage 27 is a branching portion 39a from the working oil passage 27 to the hydraulic oil pump 21 and the distribution oil passage 39. Connected between. A downstream side of the lubricating base oil passage 42 is divided into a forward lubricating oil passage 43 and a reverse lubricating oil passage 44. The forward lubricating oil path 43 is connected to the forward clutch 14, and the reverse lubricating oil path 44 is connected to the reverse clutch 15. In the middle of the forward lubricant passage 43 and the reverse lubricant passage 44, throttles 45 and 46 are provided, respectively. A combination of the lubricating base oil passage 42, the bypass oil passage 41, the forward and reverse bypass oil passages 37 and 38, and the forward and reverse lubricant oil passages 43 and 44 corresponds to the lubricating oil passage.

  In the lubrication source oil passage 42, in order from the upstream side, an operation hydraulic pressure adjustment valve 49 that is a relief valve for holding the hydraulic pressure of the operation source oil passage 27, a lubricant cooler 50 that cools the operation oil (lubricating oil), and lubrication An oil strainer 51 and a lubricating oil pressure adjusting valve 52 are provided. After passing through the hydraulic pressure adjusting valve 49, the hydraulic oil passes through the lubricating oil cooler 50 and the lubricating oil strainer 51, and is supplied to the forward clutch 14 and the reverse clutch 15 in a state where the hydraulic pressure is reduced by the lubricating hydraulic pressure adjusting valve 52. Supplied as Unnecessary hydraulic oil of a predetermined pressure or higher is returned from the lubricating oil pressure adjustment valve 52 to the hydraulic oil tank 22.

  The operating hydraulic pressure adjusting valve 49 is provided with a slow fitting valve 53 that uses this to relieve shock caused by clutch connection at the time of forward switching or reverse switching. The slow fitting valve 53 gradually increases the hydraulic pressure to the forward clutch 14 and the reverse clutch 15 by the back pressure introduced from the intermediate oil passage 28 and the forward / reverse switching valve 26 through the back pressure oil passage 36 to move forward or This is to reduce the shock caused by clutch connection during reverse switching.

  The operation of the loose insertion valve 53 will be roughly described. The hydraulic pressure adjusting valve 49 is opened according to the hydraulic pressure flowing through the lubrication source oil passage 42 when the forward / reverse switching valve 26 is neutral. When the forward / reverse switching valve 26 is driven to switch to the forward position or the reverse position, the hydraulic oil flows into the loose fitting valve 53 via the back pressure oil passage 36 and the hydraulic pressure adjusting valve 49 is closed. A relief spring 54 is interposed between the hydraulic pressure adjusting valve 49 and the loosely fitted valve 53. The compression of the relief spring 54 causes the operating hydraulic pressure adjustment valve 49 to operate more slowly than the loose insertion valve 53 and gradually closes. For this reason, the hydraulic oil amount from the intermediate oil passage 28 to the forward oil passage 29 or the hydraulic oil amount from the intermediate oil passage 28 to the reverse oil passage 30 gradually increases, and the forward clutch 14 or the reverse clutch 15 is gradually connected. Set to the state (engaged state). As a result, the shock when the forward clutch 14 and the reverse clutch 15 are connected is alleviated.

  When the forward / reverse switching valve 26 is in the forward position, the working oil is forcibly supplied as lubricant to the connected forward clutch 14 via the bypass oil passage 41, the forward bypass oil passage 37, and the forward lubricant oil passage 43. Then, the lubricating oil pressure (working oil pressure) of the forward clutch 14 temporarily rises. Hydraulic oil is supplied as lubricating oil to the reverse clutch 15 in the disconnected state via the throttle 46 and the reverse lubricating oil passage 44. When the forward / reverse switching valve 26 is in the reverse drive position, hydraulic oil is forcibly supplied as lubricant to the connected reverse clutch 15 via the bypass oil passage 41, the reverse bypass oil passage 38, and the reverse lubricant oil passage 44, The lubricating oil pressure (working oil pressure) of the reverse clutch 15 temporarily increases. Hydraulic fluid is supplied as lubricating oil to the forward clutch 14 in the disconnected state via the throttle 45 and the forward lubricating oil passage 43.

  A check valve 59 (safety valve) that opens only in the direction of the lubrication source oil path 42 is provided in the safety oil path 58 that connects the operation source oil path 27 and the lubrication source oil path 42. A bypass oil passage 60 that bypasses the hydraulic pressure adjusting valve 49 is connected to the lubrication source oil passage 42. A throttle 61 is provided in the bypass oil passage 60. For this reason, while the hydraulic oil pump 21 is being driven, the hydraulic oil is always introduced into the lubrication source oil passage 42 regardless of the state of the hydraulic pressure adjusting valve 49.

  As shown in FIG. 3, a low pressure oil passage 63 is branched from the lubrication source oil passage 42. The inlet side 63 a of the low-pressure oil passage 63 is connected to the downstream side of the lubricating oil cooler 50 (between the lubricating oil cooler 50 and the lubricating oil strainer 51) in the lubricating base oil passage 42. The outlet side of the low-pressure oil passage 63 is joined between the branch portion 42 a to the lubrication source oil passage 42 and the forward / reverse switching valve 26 in the operation source oil passage 27. At the joining portion of the operating source oil passage 27 and the low pressure oil passage 63, the operating oil pressure via the operating oil passage 27 or the operating oil pressure via the low pressure oil passage 63 is introduced toward the forward clutch 14 or the reverse clutch 15. A merging switching valve 80 is provided for selectively switching between the two. The low-pressure oil passage 63 is provided with a trolling device 64 that adjusts the hydraulic pressure toward the forward clutch 14 or the reverse clutch 15. That is, the trolling device 64 restricts the hydraulic pressure applied to the forward clutch 14 or the reverse clutch 15 so as to keep the engine 10 rotational speed constant in the low speed range, and causes the forward clutch 14 or the reverse clutch 15 to slip-engage. It is.

  Since the trolling device 64 is provided in the low-pressure oil passage 63 branched from the lubrication source oil passage 42, the trolling device 64 has no fear of introducing the high-pressure hydraulic pressure supplied from the hydraulic oil pump 21, and operates at a relatively low pressure. Hydraulic pressure (operating oil that functions as lubricating oil) is introduced. Therefore, it is not necessary to configure the trolling device 64 with high rigidity so that it can withstand the high hydraulic pressure, and the trolling device 64 can be configured to be lightweight and compact, thereby reducing the manufacturing cost. Moreover, it contributes to improving the durability and extending the life of the trolling device 64.

  The trolling device 64 according to the first embodiment is configured to reduce the operating hydraulic pressure and supply it to the forward clutch 14 or the reverse clutch 15, and to control the output hydraulic pressure of the pressure reducing valve 65 according to the operation amount of the trolling lever. And an electromagnetic valve 66. As shown in FIGS. 3 to 5, the pressure reducing valve 65 is provided on the low pressure oil passage 63 side. The low-pressure oil passage 63 of the first embodiment is divided into an upstream-side low-pressure upstream oil passage 67 and a downstream-side low-pressure downstream oil passage 68 with a pressure reducing valve 65 interposed therebetween. The input port 65 a of the pressure reducing valve 65 is connected to an inlet side 63 a that is a branching portion from the lubrication source oil passage 42 through a low pressure upstream oil passage 67. The output port 65 b of the pressure reducing valve 65 is connected to the merging switching valve 80 via the low pressure downstream oil passage 68. A drain port 65 c of the pressure reducing valve 65 is directly connected to a drain oil passage 69 that reaches the hydraulic oil tank 22.

  The pressure reducing valve 65 opens and closes the input port 65a and the drain port 65c by the sliding movement of the spool 70 inside, and reduces the hydraulic pressure from the low pressure upstream oil passage 67 depending on the degree of opening and closing, and between the ports 65a and 65c. In this configuration, the reduced hydraulic pressure is sent out from the output port 65 b to the merging switching valve 80 via the low pressure downstream oil passage 68. The reduced hydraulic pressure is selectively introduced into either the forward clutch 14 or the reverse clutch 15 by the switching operation of the merge switching valve 80, and either the forward clutch 14 or the reverse clutch 15 is slip-engaged. The input port 65a and the drain port 65c are set in such a relationship that when one is opened, the other is closed.

  The pressure reducing valve 65 is formed with a small-diameter chamber 71 on one side and a large-diameter chamber 72 on the other side with an internal spool 70 interposed therebetween. A coil spring 73 that contacts the end surface of the spool 70 on the large diameter chamber 72 side is accommodated in the large diameter chamber 72. The spool 70 in the pressure reducing valve 65 is subjected to the elastic biasing force of the coil spring 73 by the action of the hydraulic pressure applied to the area difference between both end surfaces and the operating hydraulic pressure applied to the end surface of the spool 70 on the small diameter chamber 71 side. Move against the slide. The hydraulic pressure from the low pressure upstream oil passage 67 is reduced according to the amount of slide movement of the spool 70 and supplied to the low pressure downstream oil passage 68 (see FIGS. 4 and 5). By adjusting the degree of pressure reduction of the hydraulic pressure in the pressure reducing valve 65, the degree of engagement (degree of engagement) of the forward clutch 14 or the reverse clutch 15 changes, and the rotational speed of the output shaft 13, the propulsion shaft 6 and thus the propeller 5 increases or decreases. .

  A pressurized oil passage 74 is branched from the low pressure upstream oil passage 67. A proportional solenoid valve 66 is provided in the pressurized oil passage 74. The pressurized oil passage 74 of the first embodiment is divided into an upstream pressurized upstream oil passage 75 and a downstream pressurized downstream oil passage 76 with a proportional solenoid valve interposed therebetween. The proportional solenoid valve 66 includes a pressure reducing position where the hydraulic pressure from the low pressure upstream oil passage 67 is introduced into the small diameter chamber 71 of the pressure reducing valve 65 by the excitation demagnetization of the electromagnetic solenoid 66 a according to the operation amount of the trolling lever, and the small diameter chamber 71. The hydraulic oil can be switched to two positions including a direct connection position where the hydraulic oil is returned to the hydraulic oil tank 22. The proportional solenoid valve 66 is duty-controlled according to the operation amount of the trolling lever.

  The proportional solenoid valve 66 has a total of three ports. Two of the three ports of the proportional solenoid valve 66 are connected to the outlet side of the pressurized upstream oil passage 75 and the drain oil passage 77 reaching the hydraulic oil tank 22 directly. The inlet side of the pressurized upstream oil passage 75 is connected between the inlet side 63 a of the low pressure upstream oil passage 67 (low pressure oil passage 63) and the pressure reducing valve 65. One port on the opposite side of the pressurized upstream oil passage 75 and the drain oil passage 77 is connected to the small diameter chamber 71 of the pressure reducing valve 65 via the pressurized downstream oil passage 76.

  When the proportional solenoid valve 66 is switched to the pressure reducing position by the excitation of the electromagnetic solenoid 66a according to the operation amount of the trolling lever, the operating oil pressure from the low pressure upstream oil passage 67 is introduced into the small diameter chamber 71 of the pressure reducing valve 65, and the spool 70 The spool 70 is slid and moved against the elastic biasing force of the coil spring 73. The operating oil pressure from the low pressure upstream oil passage 67 is reduced according to the slide movement amount of the spool 70 and supplied to the low pressure downstream oil passage 68 (see FIG. 4). The hydraulic pressure supplied to the low pressure downstream oil passage 68 is reduced in inverse proportion to the hydraulic pressure via the proportional solenoid valve 66. The forward clutch 14 or the reverse clutch 15 is slip-engaged in accordance with the operating oil pressure (reduced operating oil pressure) via the pressure reducing valve 65, and the rotational speed of the output shaft 13, the propulsion shaft 6, and thus the propeller 5 increases or decreases. Accordingly, the slip amounts of the forward and reverse clutches 14 and 15 are determined according to the operation amount of the trolling lever.

  When the proportional solenoid valve 66 is switched to the direct coupling position by demagnetization of the electromagnetic solenoid 66a, the hydraulic oil in the small diameter chamber 71 of the pressure reducing valve 65 is directly returned to the hydraulic oil tank 22. In this case, in the deceleration valve 65, the input port 65a is fully opened and the drain port 65c is fully closed (see FIG. 5).

  As described above, the merging changeover valve 80 is provided at the merging portion between the operation source oil passage 27 and the low pressure oil passage 63. The merging switching valve 80 is in two positions: a direct connection position for introducing the hydraulic pressure via the operating oil passage 27 toward the forward clutch 14 or the reverse clutch 15 and a low speed position for introducing the hydraulic pressure via the low pressure oil path 63. It is configured to be selectively switchable. The merging switching valve 80 may be a manual type or an electromagnetic type, but the merging switching valve 80 of the first embodiment is configured as a hydraulic pilot type. That is, the pilot pressure is introduced from the trolling device 64 to the merging switching valve 80, and the merging switching valve 80 is selectively switched. In this case, a merging switching valve 80 is connected to the pressurized downstream oil passage 76 via a pilot oil passage 81. That is, the secondary pressure of the proportional solenoid valve 66 is added to the merging switching valve 80 as a pilot pressure.

  When the trolling lever is operated, the proportional solenoid valve 66 is switched to the decompression position by excitation of the electromagnetic solenoid 66a corresponding to the operation amount. Then, the operating hydraulic pressure from the low pressure upstream oil passage 67 is introduced into the small diameter chamber 71 of the pressure reducing valve 65, and the pilot pressure is applied to the merging switching valve 80 via the pilot oil passage 81 so that the merging switching valve 80 is moved to the low speed position. (See FIG. 4). As a result, the reduced hydraulic pressure (low pressure hydraulic pressure) supplied from the pressure reducing valve 65 to the low pressure downstream oil passage 68 is introduced into the forward clutch 14 or the reverse clutch 15 via the merging switching valve 80 and the forward / reverse switching valve 26. The slip engagement is made according to the hydraulic pressure after decompression, the output shaft 13, the propulsion shaft 6 and thus the propeller 5 are rotated at a low speed, and the ship 1 travels at a slow speed.

  When the trolling lever is not operated, the proportional solenoid valve 66 is switched to the direct coupling position by demagnetizing the electromagnetic solenoid 66a. Then, the hydraulic oil in the small-diameter chamber 71 of the pressure reducing valve 65 is directly returned to the hydraulic oil tank 22, and the pilot pressure does not act on the merging switching valve 80 via the pilot oil passage 81, so that the merging switching valve 80 is directly connected. Switch to the position (see FIG. 5). As a result, the high operating hydraulic pressure that has flowed from the hydraulic oil pump 21 through the operating oil passage 27 is introduced into the forward clutch 14 or the reverse clutch 15 via the merging switching valve 80 and the forward / reverse switching valve 26, and the forward clutch 14 or the reverse clutch. Since 15 is in a completely engaged state, the output shaft 13, the propulsion shaft 6, and thus the propeller 5 are rotated at a high speed in conjunction with the rotation of the engine 10, and the ship 1 normally sails.

  As apparent from the above description and FIGS. 3 to 5, the marine gear device 11 transmits the rotational power of the main engine 10 mounted on the ship 1 to the propeller 5 via the forward / reverse switching mechanism 16. A lubricating oil passage 42 for lubrication to the forward / reverse switching mechanism 16 is branched from the hydraulic oil passage 24 that reaches the forward / reverse switching mechanism 16 via the forward / reverse switching valve 26, and low pressure oil is supplied from the lubricating oil passage 42. A trolling device 64 that adjusts the hydraulic pressure toward the forward / reverse switching mechanism 16 is provided in the low-pressure oil path 63 so as to branch the path 63, and a branching portion 42 a to the lubricating oil path 42 in the hydraulic oil path 24. The outlet side of the low pressure oil passage 63 is joined to the forward / reverse switching valve 26, and the joining portion of the hydraulic oil passage 24 and the low pressure oil passage 63 is directed toward the forward / reverse switching mechanism 16. Hydraulic oil passage 2 Since there is provided a merging switching valve 80 that selectively switches whether to introduce the working hydraulic pressure via or the low pressure oil passage 63, the presence of the merging switching valve 80 causes the Low-pressure hydraulic pressure via the low-pressure oil passage 63 (including the trolling device 64) can be introduced toward the forward / reverse switching mechanism 16, and during normal navigation, the high-pressure hydraulic pressure via the hydraulic oil passage 24 can be It can be introduced toward the advance switching mechanism 16. That is, high working hydraulic pressure is not introduced into the trolling device 64 on the low pressure oil passage 63 side. Therefore, it is not necessary to configure the trolling device 64 with high rigidity so that it can withstand the high hydraulic pressure during normal navigation, and the trolling device 64 can be configured to be lightweight and compact, thereby reducing manufacturing costs. In addition, the trolling device 64 contributes to improved durability and longer life.

  Further, the lubricating oil cooler 50 is provided in the lubricating oil passage 42, and the inlet side 63a of the low-pressure oil passage 63 is branched and connected to the downstream side of the lubricating oil cooler 50 in the lubricating oil passage 42. Even during low speed navigation, the entire amount of hydraulic oil discharged from the hydraulic oil pump 21 passes through the lubricating oil cooler 50. Therefore, the hydraulic oil can be effectively cooled and the heat balance can be easily maintained.

  Further, since the merging switching valve 80 is selectively switched using the pilot pressure introduced from the trolling device 64 through the pilot oil passage 81, the merging switching valve 80 is hydraulically operated. By configuring the pilot type, the merging switching valve 80 can be automatically switched according to the state of the trolling device 64. For this reason, the troublesome operation with respect to the manual merging switching valve and the control program for the electromagnetic merging switching valve become unnecessary.

  FIG. 6 shows a modification of the structure of the hydraulic circuit 20 of the marine gear device 11. In the modified example, a plurality of lubricating oil coolers 50 and 82 are provided between the joining portion of the lubricating oil passage 42 and the safety oil passage 58 and the inlet side 63 a of the low pressure oil passage 63. In this case, the upstream lubricating oil cooler 50 is mounted on the marine gear device 11, and the downstream lubricating oil cooler 82 is provided on the hull 2. Both lubricating oil coolers are arranged in series with respect to the lubricating oil base oil passage. Other configurations are the same as those of the first embodiment. If comprised in this way, not only the effect similar to 1st Embodiment can be obtained, but also at the time of slow speed navigation, the whole quantity of the hydraulic fluid discharged from the said hydraulic oil pump 21 is the both lubricating oil coolers 50, 82, the hydraulic oil cooling effect is further improved, and the effect of maintaining the heat balance is high.

  FIG. 7 shows a second embodiment of the structure of the hydraulic circuit 20 of the marine gear device 11. In the second embodiment, the lubricating oil cooler 50 provided in the lubricating base oil passage 42 in the first embodiment is eliminated, and the hydraulic oil passage 24 is provided between the hydraulic oil pump 21 and the branching portion 42a leading to the lubricating base oil passage 42. Further, the present embodiment is different from the first embodiment in that a lubricating oil cooler 83 is provided. In this case, a lubricating oil cooler 83 is provided between the hydraulic oil pump 21 and the branch portion to the safety circuit 58 in the hydraulic oil passage 27. Other configurations are the same as those of the first embodiment. If comprised in this way, not only the effect similar to 1st Embodiment can be acquired, but the whole quantity of the hydraulic fluid supplied to the hydraulic circuit 20 can be cooled reliably irrespective of a navigation state, and a heat balance is further improved. Can be maintained.

  FIG. 8 shows a third embodiment of the hydraulic circuit 20 structure of the marine gear device 11. In the third embodiment, the lubricating oil cooler 50 provided in the lubricating oil passage 42 in the first embodiment is eliminated, and the cooling oil passage 84 for circulating the hydraulic oil is provided separately from the hydraulic oil passage 24. Is different from the first embodiment in that a hydraulic oil pump 85 and a hydraulic oil cooler 86 are provided. In this case, the suction side of the hydraulic oil pump 85 in the cooling oil passage 84 is connected to the hydraulic oil tank 22 via the hydraulic oil strainer 87. A hydraulic oil cooler 86 is provided on the discharge side of the hydraulic oil pump 85. Other configurations are the same as those of the first embodiment. Even when configured in this way, not only the same effects as the first embodiment can be obtained, but the entire amount of hydraulic fluid supplied to the hydraulic circuit 20 can be reliably cooled regardless of the navigation state, and the heat balance can be further improved. It can be maintained better.

  In addition, the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

1 Pleasure boat (ship)
5 Propeller 10 Engine (main engine)
DESCRIPTION OF SYMBOLS 11 Marine gear apparatus 14 Forward clutch 15 Reverse clutch 16 Forward / reverse switching mechanism 20 Hydraulic circuit 21 Hydraulic oil pump 24 Hydraulic oil path 26 Forward / backward switching valve 42 Lubricating original oil path 42a Branching part 50 Lubricating oil cooler 63 Low pressure oil path 63a Low pressure oil path Inlet side 64 Trolling device 65 Pressure reducing valve 66 Proportional solenoid valve 74 Pressurizing oil passage 80 Junction switching valve 81 Pilot oil passage

Claims (5)

A marine gear device that transmits the rotational power of a main engine mounted on a ship to a propeller via a forward / reverse switching mechanism,
Branching a lubricating oil passage from the hydraulic oil pump through the forward / reverse switching valve to the forward / reverse switching mechanism for lubricating oil to the forward / backward switching mechanism;
A low-pressure oil passage is branched from the lubricating oil passage, and a trolling device that adjusts an operating oil pressure toward the forward / reverse switching mechanism is provided in the low-pressure oil passage, and a branching portion to the lubricating oil passage in the hydraulic oil passage And the forward / reverse switching valve, join the outlet side of the low-pressure oil passage,
Select whether to introduce the hydraulic pressure via the hydraulic oil path or the hydraulic pressure via the low-pressure oil path toward the forward / reverse switching mechanism at the junction of the hydraulic oil path and the low-pressure oil path A merging switching valve is provided for switching to
Marine gear device. A lubricating oil cooler is provided in the lubricating oil passage, and the inlet side of the low pressure oil passage is branched and connected to the downstream side of the lubricating oil cooler in the lubricating oil passage.
The marine gear device according to claim 1. A lubricating oil cooler is provided between the hydraulic oil pump and the branch to the lubricating oil path in the hydraulic oil path.
The marine gear device according to claim 1. A cooling oil passage for circulating the hydraulic oil is provided separately from the hydraulic oil passage, and a hydraulic oil pump and a hydraulic oil cooler are provided in the cooling oil passage.
The marine gear device according to claim 1. Using the pilot pressure introduced from the trolling device through the pilot oil passage, the merging switching valve is configured to be selectively switched.
The marine gear device according to any one of claims 1 to 4.

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