JP2016216008A - Marine gear device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a load applied to an engine during shore-arrival and shore leaving, improve operation ability by a thruster, reduce a load applied to the engine during low speed low load time, for preventing engine stall and improve acceleration property in acceleration time.SOLUTION: A marine gear device is configured so that, a hydraulic pump 10b which is connected to a hydraulic motor 10a for rotating a propeller 5a for generating thrust of a side thruster, with a hydraulic circuit 95, a second hydraulic motor 70 which is connected to the hydraulic pump 10b with the hydraulic circuit 95 for assisting a main engine 7, and a PTO shaft 70a for taking out rotation force of the second hydraulic motor 70, are assembled.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a marine gear device that can switch a driving state to an arbitrary speed reduction means in accordance with a driving situation.

  Conventionally, not only large ships such as ferries and liners with frequent take-off and berthing, but also small ships have been provided with side thrusters that cause the hull to generate lateral thrust and move laterally. Many. This type of side thruster has a thruster propeller for thrust generation, and thrust in the horizontal direction is generated by rotating the propeller disposed in the tunnel penetrating the lower part of the hull in the horizontal direction (for example, (See Patent Documents 1 and 2, etc.).

  Then, at the time of takeoff and landing, the speed of the stern screw driven by the engine is reduced and the propeller is rotated by the hydraulic motor of the side thruster. Further, at low speed and low load such as during trolling, the engine speed is set to low speed, and during acceleration, the screw load is applied to the engine 100% when the engine speed is from the low speed range to the medium speed range.

JP-A-8-2494 JP 200426018 A

  For this reason, there is still room for improvement from the viewpoints of reducing the burden on the engine during takeoff and landing, improving the operability by the thruster, preventing the engine stall at low speed and low load, and improving the acceleration during acceleration.

  This invention makes it the technical subject to provide the side thruster for ships which improved after examining the above present conditions.

  The invention of claim 1 is a marine gear device for transmitting the rotational power of a main engine mounted on a ship to a screw for propulsion of a hull via a forward / reverse switching mechanism, and a hydraulic motor for rotating a propeller for generating thrust of a side thruster A hydraulic pump coupled to the hydraulic circuit, a second hydraulic motor coupled to the hydraulic pump for assisting the main engine, and a PTO shaft for extracting rotational power of the second hydraulic motor. Is.

  According to a second aspect of the present invention, in the marine gear device according to the first aspect of the present invention, the marine gear device includes a transmission mechanism that transmits the rotational power of the second hydraulic motor to the screw.

  The invention according to claim 3 is the marine gear device according to claim 1 or 2, further comprising switching means for switching between a thruster mode for rotating the propeller and an assist mode for assisting the main engine. is there.

  According to the present invention, the hydraulic pump connected to the hydraulic motor for rotating the propeller for generating thrust of the side thruster by the hydraulic circuit, the second hydraulic motor connected to the hydraulic pump by the hydraulic circuit and assisting the main engine, and the second hydraulic pressure Since it is assembled with a PTO shaft that takes out the rotational power of the motor, the assist by the rotational power of the second hydraulic motor reduces the burden on the engine at the time of takeoff and landing, and improves the operability by the thruster. It is possible to reduce the load applied to the engine at the time of load to prevent engine stall and improve the acceleration performance during acceleration. In addition, since it is only necessary to assemble the second hydraulic motor and the PTO shaft in the marine gear device, the hydraulic circuit and the transmission mechanism are not complicated, and the marine gear device can be prevented from being increased in size and cost. .

  According to the second aspect of the present invention, since the transmission mechanism for transmitting the rotational power of the second hydraulic motor to the screw is provided, the screw can be rotated with the assistance of the second hydraulic motor, and the engine stall at low speed and low load can be achieved. Can be prevented.

  According to the invention of claim 3, since the switching means for switching between the thruster mode for rotating the propeller and the assist mode for assisting the main engine is provided, the thruster mode and the assist mode can be selected as appropriate. At the time of berthing or the like, the operator can be released from the engine operation and can improve the operability by the thruster.

It is a schematic side view of the fishing boat provided with the marine gear apparatus of an embodiment and a side thruster. It is a perspective view of a marine gear device of an embodiment. It is a hydraulic circuit diagram including the hydraulic circuit of the side thruster of the marine gear device of the first embodiment. It is a hydraulic circuit diagram of the hydraulic circuit part of the side thruster of the marine gear device of the second embodiment. It is a hydraulic circuit diagram of the winch mounted in the ship which is the 1st reference example. It is a hydraulic circuit diagram of the winch mounted in the ship which is a 2nd reference example.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, a fishing boat 1, which is a ship of the embodiment, includes a hull 2, a cabin 3 disposed on the center of the upper surface of the hull, a rudder 4 provided on the tail end of the hull 2, and a bottom of the hull 2. A screw 5 disposed in front of the rudder 4 on the rear side is provided. The cabin 3 is a control section. Although not shown, the cabin 3 is provided with, for example, a steering handle for changing the advancing direction of the hull 2 to the left and right by steering, a forward / reverse lever for switching the advancing direction of the hull 2 between forward and reverse.

  In the embodiment, two combinations of the rudder 4 and the screw 5 are provided. The rudder 4 and the screw 5 of the embodiment are arranged symmetrically with respect to a hull center line that divides the left and right side directions of the hull 2. A screw shaft 6 that rotates each screw 5 is pivotally supported on the rear bottom side of the hull 2. The corresponding screw 5 is attached to the protruding end side of each screw shaft 6.

  In the hull 2, an engine 7 as a main engine that is a drive source of each screw 5, and a marine gear device 8 (deceleration reverse rotation device) that transmits the rotational power of the engine 7 to the screw 5 via the screw shaft 6, A pair is arranged in such a way that it is distributed to the left and right across the center line. The pair of screws 5 rotate by the rotational power transmitted from each engine 7 to the screw shaft 6 via the marine gear device 8.

  A tunnel 9 that penetrates the hull 2 in the horizontal direction is formed on the bow lower side of the hull 2. In the tunnel 9, a marine side thruster 10 (hereinafter referred to as a side thruster) that generates thrust in the horizontal direction on the hull 2 is disposed. The tunnel 9 is opened on the left and right sides of the hull 2. Both the left and right opening holes 11 of the tunnel 9 are located below the light load water line that is a water line when nothing is loaded on the hull 2 so that the side thruster 10 is always submerged in water. As can be seen from the fact that there is a tunnel 9 on the bow lower side of the hull 2, the side thruster 10 is a so-called bow thruster, a housing (not shown) located in the center of the horizontal direction in the tunnel 9, and a horizontal direction from the housing. And a propeller 5a provided on the projecting end side of the propulsion shaft 11, and a hydraulic motor 10a described later for rotating the propulsion shaft 11 and the propeller 5a.

  The marine gear device includes a hydraulic motor 10a that rotates the propeller 5a of the side thruster 10, a second hydraulic motor 70 that assists the engine 7, and a hydraulic pump 10b that is connected to the hydraulic motor 10a and the second hydraulic motor 70 by a hydraulic circuit. The hydraulic motor 10a and the second hydraulic motor 70 of the hydrostatic transmission ("HST") having the above and the assist mechanism 12 for transmitting the rotational power of the second hydraulic motor 70 to the screw 5 are assembled. ing.

  In the HST, an axial plunger type input side hydraulic pump 10b and an axial plunger type output side hydraulic motor 10a and a second hydraulic motor 70 for assisting the engine 7 are fluidly connected by a hydraulic circuit. By changing the flow of hydraulic oil discharged from the hydraulic pump 10b, the forward movement (forward rotation of the hydraulic motor 10a and the second hydraulic motor 70) and the reverse movement (reverse rotation of the hydraulic motor 10a and the second hydraulic motor 70) In addition to switching to the neutral state, the gear ratio is changed by changing the swash plate angle of the hydraulic pump 10b (or / and the hydraulic motors 10a, 18), and the motor speed, that is, the speed of the propeller 5a and the screw 5 is adjusted. And can be set.

  The propulsion shaft 13 protrudes from the hydraulic motor 10a on both sides in the left and right direction, and a propeller 5a is attached to the protruding end side of the propulsion shaft 11 (see FIG. 3). Then, the propulsion shaft 13 and thus both propellers 5a are rotated forward and backward by the rotational power of the hydraulic motor 10a, and fluid such as seawater is sucked into and discharged from the tunnel 9 to generate thrust in the left and right side direction.

  As shown in FIG. 2, the marine gear device 8 includes an input shaft (not shown) connected to a flywheel (not shown) of the engine 7 via a damper joint (not shown), and a coupling (not shown) to the propulsion shaft 6. The output shaft 13 connected via the input shaft, the forward clutch 14 (see FIG. 3) that interrupts the power transmission in the forward (forward) direction from the input shaft to the output shaft 13, and the output shaft 13 from the input shaft. And a reverse clutch 15 (see FIG. 3) that interrupts power transmission in the reverse (reverse) direction toward the vehicle. A combination of the forward clutch 14 and the reverse clutch 15 constitutes a forward / reverse switching mechanism 16. The marine gear device 8 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 (see FIG. 2).

  FIG. 3 is a hydraulic circuit diagram including the hydraulic circuit of the side thruster of the marine gear device of the first embodiment. 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 and the output shaft 13 are coupled 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 rotational power of the input shaft is transmitted to the output shaft 13 as an output in the normal rotation (forward) direction, and the forward clutch 14 is disconnected and the reverse drive is performed. By connecting the clutch 15, a reverse state is established in which the rotational power of the input shaft 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, whereby the output shaft 13 is in a neutral state in which no power is transmitted to it. If the pressure of the friction plates of the clutches 14 and 15 is adjusted by the operating hydraulic pressure to cause slip engagement (half-clutch engagement), a part of the rotational power of the input shaft is transmitted to the output shaft 13 and the output shaft. 13 and eventually the propeller 5 is in a state of low speed running at a low speed.

  Next, the structure of the hydraulic circuit 20 of the marine gear device 8 will be described with reference to FIG. The hydraulic circuit 20 according to the embodiment of the marine gear device 8 includes a hydraulic oil pump 21 that is driven by the rotational power of the engine 7. 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 low-speed valve 80 and a forward / reverse switching valve 26 described later. The hydraulic oil passage 24 according to the embodiment includes an operating oil passage 27 that connects the hydraulic oil pump 21 to the low speed valve 80, an intermediate oil passage 28 that connects the low speed valve 80 to the forward / reverse switching valve 26, and the forward / reverse switching valve 26. A forward oil passage 29 extending to the forward clutch 14 and a reverse oil passage 30 extending from the forward / reverse switching valve 26 to the reverse clutch 15 are separated.

  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. The 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 low speed valve 80 in the operation source oil passage 27, and a drain oil passage 40 directly leading to the hydraulic oil tank 22. In the operation source oil passage 27, it is connected to 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 39 a to the distribution oil passage 39.

  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 to the hydraulic oil pump 21 and the distribution oil passage 39 in the operating base oil passage 27. 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 lubrication source oil path 42, the bypass oil path 41, the forward and reverse bypass oil paths 37 and 38, and the forward and reverse lubrication oil paths 43 and 44 corresponds to the lubrication oil path.

  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.

  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.

  The pilot pressure supply circuit 81 is branched from the middle of the operating oil passage 27 upstream of the low-speed valve 80 described above, and is connected to the pilot pressure supply passage 81 directly from the upstream side thereof. And a proportional solenoid valve 83 are provided in order.

  The low speed valve 80 is slidably inserted with a spool 80c composed of a large diameter sliding portion, a smaller diameter sliding portion, and a smaller diameter connecting portion connecting the sliding portions. The pilot pressure from the proportional solenoid valve 83 is supplied to the pilot chamber 80a on the small-diameter sliding portion side of the spool 80c, and the direct-coupled electromagnetic valve 82 is switched in the pilot chamber 80b on the large-diameter sliding portion side of the spool 80c. Thus, the pilot pressure is supplied from the direct connection solenoid valve 82 through the oil passage 84 in a state where the passage to the proportional solenoid valve 82 side is turned off. An adjustment spring 80d is provided on the pilot chamber 80b side of the large-diameter sliding portion of the spool 80c. A working oil passage 27 from the hydraulic oil pump 21 side communicates with a working oil chamber 80e around the connecting portion of the spool 80c, and an intermediate oil passage 28 is led from the working oil chamber 80e. A drain passage 80f communicates the hydraulic oil in the hydraulic oil chamber 80e to the drain side, and is opened and closed by sliding the large-diameter sliding portion of the spool 80c.

  The direct solenoid valve 82 has a position for supplying the pilot pressure of the pilot pressure supply path 81 to the proportional solenoid valve 83 side and a position for supplying the pilot pressure to the pilot chamber 80b side of the low speed valve 80 opposite to the pilot chamber 80a. Provided, and can be switched by operating a switch or the like in an electric circuit (not shown).

  In the above description, when the pilot pressure is not supplied into the pilot chambers 80a and 80b, the hydraulic pressure from the hydraulic oil pump 21 supplied into the hydraulic oil chamber 80e is reduced from the small-diameter sliding portion of the spool 80c. It acts on the pressure-receiving surface of the large-diameter sliding part. At this time, the hydraulic pressure on the large-diameter sliding portion side is larger, so that the spool 80c is moved to the right in the figure by the difference of the hydraulic pressure, while the adjustment spring 80d acts against this. Therefore, the spool 80c is held at a predetermined position by a balance between the adjustment spring 80d and the hydraulic pressure thereof. At this time, if the adjustment spring 80d is strengthened, the large-diameter sliding portion slides relatively in the left direction, so that the drain passage 80f is closed and the control hydraulic pressure toward the clutches 14 and 15 increases.

  In such a state, when the direct connection solenoid valve 82 is turned on and the pilot pressure is supplied to the proportional solenoid valve 83 side, the pilot solenoid 80a on the left side of the figure has a pilot in the state where the proportional solenoid valve 83 is on. Since the pressure is supplied, the spool 80c is actuated in the right direction in the drawing against the force of the adjustment spring 80d to open the drain passage 80f. For this reason, the hydraulic pressure in the intermediate oil passage 28 is lowered. Then, the slip of the clutches 14 and 15 is increased to reduce the rotational speed of the output shaft 13. When the proportional solenoid valve 83 is turned off, the pilot pressure is not supplied into the pilot chamber 80a of the low speed valve 80, the spool 80c slides leftward and the control pressure increases, and the slip amount of the clutches 14 and 15 increases. Is reduced to increase the rotational speed of the output shaft 13, and by repeating these operations, the output shaft 13 acts to maintain a constant rotational speed.

  When the electric circuit to the direct connection solenoid valve 82 is cut off in an emergency or the like, the direct connection solenoid valve 82 is switched to the pilot pressure supply side to the pilot chamber 80b on the right side of the figure. As a result, the spool 80c slides in the left direction in the figure to close the drain passage 80f. For this reason, the entire amount of hydraulic oil from the hydraulic oil pump 21 side is supplied to the clutches 14 and 15 side without escaping to the drain side, and is completely engaged.

  Next, the structure of the hydraulic circuit 90 of the side thruster 10 will be described.

  As shown in FIG. 3, the hydraulic circuit 90 of the side thruster 10 includes the hydraulic motor 10a that rotates the propeller 5a as described above, the second hydraulic motor 70 that assists the engine 7, the hydraulic motor 10a, and the second hydraulic motor. 70 and a hydraulic pump 10b connected by an oil passage, and includes a direction switching valve 100, a solenoid valve 110 connected to the direction switching valve 100 via the pilot pressure supply passages 101 and 102, and an electromagnetic pump from the hydraulic pump 10b. And an oil passage 95 connecting to the valve 110.

  The rotational power of the second hydraulic motor 70 is transmitted to the screw 5 via the assist mechanism 12. The assist mechanism 12 includes a gear 12a fixed to the motor shaft 70a of the second hydraulic motor 70, and a gear 12b fixed to the screw shaft 6 and meshed with the gear 12a.

  The hydraulic pump 10 b is driven by the engine 7 with the pump shaft 21 a of the hydraulic oil pump 21 connected to the pump shaft 10 c of the hydraulic pump 10 b via the clutch 17. The suction side of the hydraulic pump 10b is connected to a common hydraulic oil tank 22 via a corresponding strainer 23a. An oil passage 37 extending from the discharge side of the hydraulic pump 10 b is connected to the electromagnetic valve 110.

  The electromagnetic valve 110 is a four-port two-position switching valve. The first position is set to a thruster mode in which the propeller 5a is rotated by the hydraulic motor 10a, and the screw 5 is rotated by the second hydraulic motor 70 via the assist mechanism 12. Thus, it is configured to be switchable to the second position in the assist mode for assisting the engine 7. Two of the four ports of the solenoid valve 110 are connected to the pilot pressure supply passages 101 and 102, and the remaining two on the opposite side of the pilot pressure supply passages 101 and 102 are connected to the oil passage 95 and the drain oil passage 96. It is connected. In the assist mode, the forward / reverse switching valve 26 is switched to the neutral position by the front / rear lever 32.

  The direction switching valve 100 is connected to the hydraulic motor 10 a via a closed loop main oil passage 91, is connected to the hydraulic oil tank 22 via a drain oil passage 92, and is connected via a closed loop main oil passage 93. The second hydraulic motor 70 is connected to the hydraulic oil tank 22 via the drain oil passage 94.

  The direction switching valve 100 is a pilot pressure switching type 8-port 2-position switching valve, and includes a first position for supplying hydraulic oil to the hydraulic motor 10 a and a second position for supplying hydraulic oil to the second hydraulic motor 70. It can be switched to. Four of the eight ports of the direction switching valve 100 are connected to the main oil passages 92, 94, and the remaining four on the opposite side of the main oil passages 92, 94 are the branch oil passage 95a of the oil passage 95 and the drain oil. Connected to paths 92 and 94. Pilot oil passages 101 and 102 are connected to the pilot pressure receiving portions 100 a and 100 b of the direction switching valve 100.

  When the hydraulic pressure is applied to one pilot pressure receiving part 100a of the directional switching valve 100 by the electromagnetic valve 110, the hydraulic pressure is applied to the first position of the directional switching valve 100, and the hydraulic pressure is applied to the other pilot pressure receiving part 100b. In this case, the directional control valve 100 is operated to the second position. When the solenoid valve 110 is operated to the first position, the hydraulic oil sucked and discharged from the hydraulic oil tank 22 by the hydraulic pump 10b passes through the oil passages 95 and 95a, the direction switching valve 100, and the main oil passage 91, and then the hydraulic motor. The hydraulic oil supplied to one supply / discharge oil port of the hydraulic motor 10a and discharged from the other supply / discharge oil port of the hydraulic motor 10a passes through the main oil passage 91, the direction switching valve 100 and the drain oil passage 92, and is supplied to the hydraulic oil tank. In this way, the hydraulic motor 10a rotates the propeller 5a of the side thruster 10. Further, when the solenoid valve 110 is operated to the second position, the hydraulic oil sucked and discharged from the hydraulic oil tank 22 by the hydraulic pump 10b passes through the oil passages 95 and 95a, the direction switching valve 100, and the main oil passage 93 to the second position. The hydraulic oil supplied to one supply / discharge oil port of the hydraulic motor 70 and discharged from the other supply / discharge oil port of the second hydraulic motor 70 passes through the main oil passage 93, the direction switching valve 100, and the drain oil passage 94. After that, the oil is recovered in the hydraulic oil tank 22, whereby the second hydraulic motor 70 rotates the screw 5 via the assist mechanism 12.

  The oil passage 95 is connected to a drain oil passage 95c through a relief oil passage 95b. In the relief oil passage 95b, there is provided a relief valve 120 that allows the hydraulic oil to escape in the direction of the hydraulic oil tank 22 when the pressure in the oil passage 95 becomes too high.

  As described above, in this embodiment, it is possible to switch between the side thruster operation and the slow forward / reverse operation of the screw 5 by the rotational power of the second hydraulic motor 70.

  FIG. 4 is a hydraulic circuit diagram of a hydraulic circuit portion of a side thruster of the marine gear device of the second embodiment. The second embodiment is characterized in that a mechanical (manual) direction switching valve 100A is provided instead of the direction switching valve 100 and the electromagnetic valve 110 of the first embodiment. Since other configurations are the same as those in FIG. 3, the same portions are denoted by the same reference numerals, and the hydraulic circuit 20 is omitted.

  Similar to the direction switching valve 100, the direction switching valve 100A is an 8-port 2-position switching valve. The direction switching valve 100A has a first position for supplying hydraulic oil to the hydraulic motor 10a by a switching operation of the switching lever 100B, and a second hydraulic motor 70. It is possible to switch to the second position for supplying the hydraulic oil. By adopting a mechanical configuration in this way, complicated electronic control is not required and cost reduction can be achieved.

  FIG. 5 is a hydraulic circuit diagram of a winch mounted on a ship as a first reference example. As shown in FIG. 5, the hydraulic circuit diagram (drive circuit) of the winch is rotated by the fixed displacement hydraulic pump 10b driven by the engine 7 and the oil discharged from the hydraulic pump 10b as in the first embodiment. A plurality of variable displacement hydraulic motors 130 arranged in parallel to drive a winch drum (not shown), a directional control valve 140 for controlling the flow of pressure oil from the hydraulic pump 10b to the hydraulic motor 130, and an operator An operation lever (not shown) for inputting a winch drive command, a pilot valve (not shown) driven by the operation lever, and a hydraulic oil tank 22 as a pilot hydraulic source for supplying pilot pressure oil to the pilot valve are provided. ing.

  FIG. 6 is a hydraulic circuit diagram of a winch mounted on a ship as a second reference example. The second reference example has the same configuration as the winch hydraulic circuit diagram of the first reference example except that the hydraulic pump 10b of the first reference example is a variable displacement type and the hydraulic motor 130 is a fixed displacement type.

  Thus, in the reference example, by using the engine 7 of the screw 5 as a drive source for the winch, it is possible to reduce the size and weight of the ship on which the winch is mounted.

  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 Fishing boat (ship)
2 Hull 5 Screw 5a Propeller 7 Engine (main engine)
8 Marine gear device 10 Side thruster 10a Hydraulic motor 10b Hydraulic pump 70 Second hydraulic motor 90 Hydraulic circuit 100 Directional switching valve 110 Electromagnetic valve

Claims (3)

A marine gear device that transmits rotational power of a main engine mounted on a ship to a screw for propelling a hull via a forward / reverse switching mechanism,
A hydraulic pump connected by a hydraulic circuit to a hydraulic motor that rotates a propeller for thrust generation of the side thruster;
A second hydraulic motor connected to the hydraulic pump by a hydraulic circuit to assist the main engine;
A PTO shaft for extracting the rotational power of the second hydraulic motor is assembled;
Marine gear device. A transmission mechanism for transmitting the rotational power of the second hydraulic motor to the screw;
The marine gear device according to claim 1. Switching means for switching between a thruster mode for rotating the propeller and an assist mode for assisting the main engine;
The marine gear device according to claim 1 or 2.

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