JP2017222272A - Deceleration reverse rotation machine and marine vessel equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a common component to simply be adapted for a plurality of models or specifications in a deceleration reverse rotation machine while reducing cost by using the same as much as possible.SOLUTION: A deceleration reverse rotation machine 11 of this present application comprises an input shaft 13 where the rotation power of a main engine 10 is input, forward and rearward switching mechanisms 14, 15 that switch the rotation power of the input shaft 13 into forward, neutral and rearward, and an output shaft 16 where the rotation power of the forward and rearward switching mechanisms 14, 15 are output, and a deceleration mechanism 17 that transmits the rotation power of the output shaft 16 into a propeller shaft 6 by deceleration. A forward and rearward housing 18 that stores the forward and rearward switching mechanisms 14, 15 is coupled with a deceleration housing 19 that stores the deceleration mechanism 17 to be attachable and detachable forward and rearward in the axial direction of the output shaft 16. The deceleration mechanism 17 couples a plurality of conical gears of the same angle or configures conical gears of different angles into a conical gear mechanism where a plurality of the same are coupled.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a reduction / reverse gear that transmits the rotational power of a main engine to a propeller, and a ship equipped with the same.

  Conventionally, marine gear devices for marine gears such as ski boats and pleasure boats have forward clutches and reverse clutches for switching engine rotational power between forward rotation, neutral rotation and reverse rotation, and rotational power via forward clutches or reverse clutches. And a reduction gear mechanism that transmits the speed to the propeller shaft (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 7-17486 Japanese Utility Model Publication No. 6-78637

  By the way, in recent years, in order to contribute to cost reduction and effective use of resources by simplifying the manufacturing process of the speed reduction reverser, it is required to make the speed reduction reverser platform (basic part of the design) as common as possible among the models. . However, since the size of the reduction reverse rotation machine is usually different for each model or specification depending on the engine, work capacity, etc., it does not take into account the commonality of members and the ease of developing variations, There has been a problem that it does not meet the demand for cost reduction and effective use of resources, which have been increasing in recent years.

  This invention makes it a technical subject to provide the speed reduction reverse rotation machine which improved by examining the above present conditions, and a ship provided with the same.

  According to the first aspect of the present invention, there is provided an input shaft to which the rotational power of the main engine is input, a forward / reverse switching mechanism for switching the rotational power of the input shaft to forward, neutral and reverse, and the rotational power of the forward / backward switching mechanism. In a reduction / reverse gear including an output shaft to be output and a reduction mechanism that transmits the rotation power of the output shaft to a propeller shaft, the forward / reverse housing that accommodates the forward / reverse switching mechanism and the reduction mechanism are accommodated. A reduction housing is detachably connected to the front and rear in the axial direction of the output shaft, and the reduction mechanism is configured as a conical gear mechanism in which a plurality of conical gears of the same angle angle are connected or a plurality of conical gears of different angle angles are connected. It is what you are doing.

  According to a second aspect of the present invention, in the speed reduction reverse rotation machine according to the first aspect, an idle shaft is rotatably supported between the output shaft and the propeller shaft in the speed reduction housing, and is provided on the output shaft. The power is transmitted from a reduction drive gear to a reduction output gear provided on the propeller shaft via an idle gear provided on the idle shaft, and the reduction drive gear, the idle gear, and the reduction output gear The combination forms the conical gear mechanism.

  A third aspect of the present invention relates to a ship, wherein the speed reduction reverse rotation device according to the first or second aspect is mounted on a hull.

  According to the present invention, the input shaft to which the rotational power of the main engine is input, the forward / reverse switching mechanism for switching the rotational power of the input shaft to forward, neutral and reverse, and the rotational power of the forward / backward switching mechanism are output. In a reduction / reverse gear that includes an output shaft and a reduction mechanism that reduces the rotational power of the output shaft and transmits it to the propeller shaft, a forward / reverse housing that houses the forward / reverse switching mechanism and a reduction housing that houses the reduction mechanism And the speed reduction mechanism is configured as a conical gear mechanism in which a plurality of conical gears having the same angle angle are connected or a plurality of conical gears having different angle angles are connected. Therefore, when the platform of the speed reducer / reverse gear is shared among models, the forward / reverse housing has a common structure, and the speed reduction housing is Drive system, it is possible to those of the angle drive type or parallel axes type. That is, the forward / reverse housing can be shared between different models and specifications, and can be easily adapted to a plurality of models and specifications in a ship simply by developing variations of the deceleration housing. Therefore, it is not necessary to manufacture the reduction / reverse rotation machine which is different for each model or specification, and the manufacturing cost can be reduced for the entire model and specification group.

It is a schematic side view of a ski boat. It is a side view of the reduction reverse rotation machine of 1st Example. It is a top view of a deceleration reverse rotation machine. It is a skeleton figure of a power transmission system. It is a side view which shows another example of a deceleration reverse rotation machine. It is a skeleton figure of a power transmission system. (A) is a side view of the speed reduction reverse rotation machine of 2nd Example, (b) is a schematic front view which shows the meshing relationship of a gear. It is a top view of a deceleration reverse rotation machine. It is a skeleton figure of a power transmission system. It is a skeleton figure which shows another example of a deceleration reverse rotation machine. It is a skeleton figure of the deceleration reverse rotation machine of the 1st reference example. It is a skeleton figure of the deceleration reverse rotation machine of the 2nd reference example.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings (FIGS. 1 to 10). In the following description, when using terms indicating a specific direction or position (for example, “left / right”, “up / down”, etc.) as necessary, the bow side of the ski boat 1 that is a ship is the front side, and the stern side is the rear side. And based on these. These terms are used for convenience of explanation, and do not limit the technical scope of the present invention.

  As shown in FIG. 1, a ski boat 1 which is a ship includes a hull 2, a maneuvering unit 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 of the hull 2. A propeller 5 disposed on the front side of the rudder 4 is provided. A propeller shaft 6 for rotating the propeller 5 is pivotally supported on the rear bottom side of the hull 2. A propeller 5 is attached to the protruding end side of the propeller shaft 6.

  Although detailed illustration is omitted, the steering unit 3 includes a steering handle that changes the traveling direction of the hull 2 to the left and right by steering, and a forward / reverse operation tool that switches the traveling direction of the hull 2 between forward and reverse. , A forward / reverse lever, a trolling lever as a slow-speed navigation operating tool for navigating the hull 2 at a low speed, and a throttle lever as a speed operating tool for setting and maintaining the output rotational speed of the engine 10 described later. Each operation tool is not limited to a lever type, but may be another type such as a dial type.

  An engine 10 as a main engine, which is a drive source of the propeller 5, and a speed reduction reverser 11 that transmits the rotational power of the engine 10 to the propeller 5 are provided on the inner bottom portion on the stern side of the hull 2. The propeller 5 is rotationally driven by the rotational power transmitted from the engine 10 to the propeller shaft 6 via the speed reduction reverser 11. The reduction / reverse gear 11 of the embodiment has a so-called angle of the propeller shaft 6 as viewed from the side (the angle between the input shaft 13 (or the output shaft 16) and the propeller shaft 6 is defined as an angle at the side). V drive type. A reduction reverser 11 is arranged in front of the engine 10.

  2 to 4 show a first embodiment of the speed reducer 11. As shown in FIGS. 2 to 4, the reduction / reverse gear 11 of the first embodiment is configured to have an input shaft 13 connected to the flywheel 12 of the engine 10, and the rotational power of the input shaft 13 to forward, neutral and reverse. The forward clutch 14 and the reverse brake 15 as the forward / reverse switching mechanism for switching, the output shaft 16 from which the rotational power via the forward clutch 14 or the reverse brake 15 is output, and the rotational power of the output shaft 16 are decelerated to the propeller shaft 6. And a conical gear mechanism 17 as a speed reduction mechanism for transmission.

  The outer casing of the speed reduction reverser 11 is constituted by a hollow box-shaped clutch housing 18 and a L-shaped hollow speed reduction housing 19 in side view. The lower the upper surface height of both the housings 18, 19, the wider the crew space S in the ship can be secured. The body rear surface side of the speed reduction housing 19 is detachably connected to the front surface side of the clutch housing 18 with a plurality of bolts. The clutch housing 18 accommodates the input shaft 13, the upstream side of the output shaft 16, the forward clutch 14, the reverse brake 15, and the like. The deceleration housing 19 accommodates the downstream side of the output shaft 16 and the upstream side of the conical gear mechanism 17 and the propeller shaft 6. The input shaft 13 protrudes rearward from the rear surface side of the clutch housing 18. The propeller shaft 6 protrudes obliquely downward rearward from the rear surface side of the hanging part of the deceleration housing 19 and protrudes from the ship bottom.

  The input shaft 13 and the output shaft 16 are located on the same axis. A forward clutch 14 is disposed on the outer peripheral side of the output shaft 16, and a reverse brake 15 is disposed on the outer peripheral side of the forward clutch 14. The forward clutch 14 and the reverse brake 15 are wet multi-plate hydraulic friction clutches or brakes.

  The forward clutch 14 is on the upstream side of the output shaft 16 extending coaxially with the input shaft 13, and has a structure in which the steel plates 14d and the friction plates 14e are alternately arranged. The forward clutch 14 includes a forward case 14a with a steel plate 14d, a forward cylinder 14b fixed to the forward case 14a, and a forward clutch cylinder 14c that generates a pressure contact force (clutch pressure) with hydraulic pressure. The advance case 14 a is fixed to the input shaft 13. The rear end side of the output shaft 16 is inserted into the inner peripheral side of the forward movement case 14a. The rear end side of the output shaft 16 is rotatably supported on the inner peripheral side of the advance case 14a. A friction plate 14e that can be pressed against the steel plate 14d is provided on the outer peripheral portion on the rear end side of the output shaft 16. The advance cylinder 14b is rotatably fitted to the output shaft 16. A reverse drive gear 21 is integrally formed on the outer peripheral portion on the front end side of the forward cylinder 14b.

  The reverse brake 15 is on the outer peripheral side of the forward clutch 14 so as to overlap with the forward clutch 14, and has a structure in which steel plates 15 d and friction plates 15 e are alternately arranged like the forward clutch 14. The reverse brake 15 includes a reverse case 15a with a steel plate 15d, and a reverse brake cylinder 15c that generates a pressure contact force with hydraulic pressure. The reverse case 15 a is fixed in the clutch housing 18. The forward case 14a is positioned on the inner peripheral side of the reverse case 15a. A friction plate 15e that can be pressed against the steel plate 15d is provided on the outer peripheral portion of a rearward annular protrusion 23a formed on the carrier 23 described later. The carrier 23 is rotatably fitted to the advance cylinder 14b.

  A planetary gear type reverse rotation mechanism 22 is disposed on the downstream side of the output shaft 16 with respect to the forward clutch 14 and the reverse brake 15 (at the front of the rear portion). The planetary gear type reverse mechanism 22 includes a carrier 23 that rotatably supports a plurality of sets of a planetary gear 24 and a reverse gear 25. As described above, the carrier 23 is rotatably fitted to the advance cylinder 14b. The planetary gears 24 are located on the same radius on the front side of the carrier 23. Further, the reverse gear 25 group is located on the same radius as the planetary gear 24 group on the front side of the carrier 23. Each planetary gear 24 of the carrier 23 is always meshed with the backward drive gear 21 of the forward movement cylinder 14b from the radially outer side. Each planetary gear 24 is always meshed with the corresponding reverse gear 25. Each reversing gear 25 is always meshed with a reverse driven gear 26 fixed to the front front portion of the output shaft 16.

  As shown in FIGS. 2 to 4, the output shaft 16 is configured to be separable in the axial direction. In this case, the output shaft 16 is divided into two parts on the upstream side and the downstream side. A front end portion of the upstream output shaft 16 and a rear end portion of the downstream output shaft 16 are coupled by a coupling 27 so as to be slidable in the axial direction and not relatively rotatable (spline fitting). Therefore, when the plurality of bolts are removed to separate the clutch housing 18 and the speed reduction housing 19, the output shaft 16 is divided into the clutch housing 18 side and the speed reduction housing 19 side. That is, the clutch housing 18 and the speed reduction housing 19 can be easily separated without changing the mechanism in the clutch housing 18 and the mechanism in the speed reduction housing 19.

  An idle shaft 32 is rotatably supported in the speed reduction housing 19 between the front end side of the output shaft 16 and the front end side of the propeller shaft 6. A first idle gear 33 and a second idle gear 34 are fixed to the idle shaft 32. A reduction drive gear 31 is fixed to the front end side of the output shaft 16 (the front end side of the downstream output shaft 16). A reduction output gear 35 is fixed to the front end side (upstream side) of the propeller shaft 6. The reduction drive gear 31 of the output shaft 16 is always meshed with the first idle gear 33 of the idle shaft 32. The second idle gear 34 of the idle shaft 32 is always meshed with the reduction output gear 35 of the propeller shaft 6.

  The reduction drive gear 31, the pair of idle gears 33 and 34, and the reduction output gear 35 are all conical gears formed by continuously shifting teeth in the axial direction, and these 31, 33, 34, Reference numeral 35 denotes a conical gear mechanism 17 which is a reduction mechanism having a fixed reduction ratio. The rotational power of the output shaft 16 is reduced to a fixed reduction ratio among the reduction drive gear 31, the pair of idle gears 33 and 34, and the reduction output gear 35. When the conical gear mechanism 17 is employed as the speed reduction mechanism, the angle of the propeller shaft 6 can be easily set in various sizes in a side view by combining a plurality of conical gears. For example, in the ski boat 1, the shaft angle of the propeller shaft 6 is increased. Can be easily realized. As the conical gear mechanism 17, a plurality of conical gears having the same angle angle may be connected, or a plurality of conical gears having different angle angles may be connected.

  When the forward / reverse lever in the control unit 3 is moved forward or backward or neutrally, the hydraulic oil supply destination is switched to the forward clutch 14 (forward clutch cylinder 14c), the reverse brake 15 (reverse brake cylinder 15c), or neutral. .

When the forward / reverse lever is operated forward to bring the forward clutch 14 into a power connection state (when the steel plate 14d of the forward case 14a and the friction plate 14e of the output shaft 16 are brought into pressure contact with each other by hydraulic pressure), the reverse brake 15 Since it is in the shut-off state, the input shaft 13 rotates integrally with the output shaft 16 by the forward clutch 14. Accordingly, the rotational power of the engine 10 is transmitted from the input shaft 13 to the output shaft 16 via the forward clutch 14 and from the output shaft 16 to the propeller shaft 6 via the conical gear mechanism 17. As a result, the marine vessel 1 enters a forward state in which the rotational power of the engine 10 is transmitted to the propeller shaft 6 as an output in the forward direction. Adjustment of the forward navigation speed of the ship 1 during normal navigation is performed by a throttle lever in the control unit 3. When the forward clutch 14 is in the power connected state, the reverse drive gear 21 and the reverse driven gear 26 have the same rotational direction and rotational speed, so the planetary gear 24 group and the reverse gear 25 group do not rotate, and the carrier 23 Rotates at the same rotational direction and rotational speed as the output shaft 16.

  When the forward / reverse lever is operated backward to put the reverse brake 15 in the power connection state, the forward clutch 14 is in the power cut-off state and the carrier 23 is fixed to the reverse case 15a. 13 is transmitted to each planetary gear 24 of the carrier 23 via the reverse drive gear 21 from the forward cylinder 14b, and is transmitted from each planetary gear 24 to each reverse driven gear 26 of the output shaft 16 via each reverse gear 25. Therefore, the output shaft 16 rotates in the opposite direction to the input shaft 13, and the rotational power in the reverse direction of the output shaft 16 is transmitted to the propeller shaft 6 via the conical gear mechanism 17. As a result, the marine vessel 1 enters a reverse state in which the rotational power of the engine 10 is transmitted to the propeller shaft 6 as an output in the reverse direction. Adjustment of the reverse navigation speed of the ship 1 during normal navigation is also performed by the throttle lever.

  When the forward / reverse lever is neutrally operated and both the forward clutch 14 and the reverse brake 15 are in the power cut-off state, the rotational power of the engine 10 is in a neutral state in which it is not transmitted to the output shaft 16 and thus to the propeller shaft 6.

  As apparent from the above description and FIGS. 2 to 4, the input shaft 13 to which the rotational power of the main engine 10 is input, and the forward / reverse switching mechanism 14 that switches the rotational power of the input shaft 13 between forward, neutral, and reverse. , 15, an output shaft 16 that outputs the rotational power of the forward / reverse switching mechanisms 14, 15, and a speed reduction reverser 11 that decelerates the rotational power of the output shaft 16 and transmits it to the propeller shaft 6. Since the clutch housing 18 that accommodates the forward / reverse switching mechanisms 14 and 15 and the deceleration housing 19 that accommodates the speed reduction mechanism 17 are detachably connected in the longitudinal direction, the platform of the speed reduction reverser 11 can be used between models. In common use, the clutch housing 18 can be made common, and the speed reduction housing 19 can be of the V drive type, the angle drive type or the parallel axis type. It made. That is, the clutch housing 18 can be shared among different models and specifications, and can be easily adapted to a plurality of models and specifications in the ship 1 only by developing variations of the deceleration housing 19. Therefore, there is no need to manufacture a different speed reduction / reverse gear 11 for each model or specification, and the manufacturing cost can be reduced for the entire model and specification group.

  Further, the input shaft 13 and the output shaft 16 are positioned on the same axis, the forward clutch 14 is disposed on the outer peripheral side of the output shaft 16, the reverse brake 15 is disposed on the outer peripheral side of the forward clutch 14, and the output shaft 16 Since the planetary gear type reverse rotation mechanism 22 is disposed downstream of the forward clutch 14 and the reverse brake 15, the input shaft 13, the forward clutch 14, the reverse brake 15 and the output shaft 16 are accommodated in the reduction reverse rotation machine 11. While the height dimension of the housings 18 and 19 can be reduced, the length dimension in the axial direction of the housings 18 and 19 can be shortened, and the speed reduction reverser 11 can be configured compactly. Therefore, the versatility of the speed reduction reverser 11 is improved, and it can be mounted on the ship 1 having a height restriction.

  5 and 6 show another example (modified example) of the first embodiment of the reduction reverse rotation machine 11. As shown in FIGS. 5 and 6, when the cone angle of the reduction drive gear 31 and the reduction output gear 35 can be made large to some extent, the idle shaft 32 and the pair of idle gears 33 and 34 are omitted, and the reduction drive gear 31 and A configuration in which the reduction output gear 35 is directly meshed may be employed.

Next, a second embodiment of the speed reducer 11 will be described with reference to FIGS. The second embodiment is different from the first embodiment in that the planetary gear type reverse rotation mechanism 22 is eliminated and the forward clutch 14 and the reverse clutch 15 are arranged side by side. In the second embodiment, the forward clutch shaft 14f extending parallel to the input shaft 13 is connected to the input gear 13a fixed to the front end side of the input shaft 13.
The input relay gear 14g fixed to the rear end side is always meshed. The forward clutch 14 is on the forward clutch shaft 14f and has a structure in which the steel plates 14d and the friction plates 14e are alternately arranged. The forward clutch 14 includes a forward case 14a with a steel plate 14d, a forward cylinder 14b with a friction plate 14e that can be pressed against the steel plate 14d, and a forward clutch cylinder 14c that generates a pressure contact force with hydraulic pressure. The forward case 14a is fixed to the forward clutch shaft 14f. The advance cylinder 14b is rotatably fitted to the advance clutch shaft 14f. The rear end side of the advance cylinder 14b is inserted into the inner peripheral side of the advance case 14a. A forward gear 42 is integrally formed on the outer peripheral side of the forward case 14a. A forward reduction gear 43 is integrally formed on the front end side of the forward movement cylinder 14b. The forward clutch shaft 14 f constitutes a support shaft of the forward clutch 14.

  The reverse clutch 15 is on a reverse clutch shaft 15 f extending in parallel with the input shaft 13, and has a structure in which steel plates 15 d and friction plates 15 e are alternately arranged in the same manner as the forward clutch 14. The reverse clutch 15 includes a reverse case 15a with a steel plate 15d, a reverse cylinder 15b with a friction plate 15e that can be pressed against the steel plate 15d, and a reverse clutch cylinder 15c that generates a pressure contact force with hydraulic pressure. The reverse case 15a is fixed to the reverse clutch shaft 15f. The reverse cylinder 15b is rotatably fitted to the reverse clutch shaft 15f. The rear end side of the reverse cylinder 15b is inserted into the inner peripheral side of the reverse case 15a. A reverse gear 44 is integrally formed on the outer peripheral side of the reverse case 15a. A reverse reduction gear 45 is integrally formed on the front end side of the reverse cylinder 15b. The reverse gear 44 is always meshed with the forward gear 42 of the forward clutch 14. The forward reduction gear 43 and the reverse reduction gear 45 are always meshed with an output gear 46 fixed to the rear end side of the output shaft 16. The reverse clutch shaft 15 f constitutes a support shaft of the reverse clutch 15. The structure after the output gear 46 is the same as that of the first embodiment.

  As can be seen from FIGS. 7A, 7B and 8, the forward clutch 14 and the reverse clutch 15 are arranged side by side in the clutch housing 18, and the input shaft 13, the forward clutch shaft 14f and the reverse clutch shaft are arranged. 15f and the output shaft 16 are located on the same plane. For example, when viewed from the side, the input shaft 13 and the forward clutch shaft 14f and the reverse clutch shaft 15f and the output shaft 16 appear side by side on the same axis. When configured in this way, the height of the housings 18 and 19 accommodating the input shaft 13, the forward clutch 14, the reverse clutch 15, and the output shaft 16 in the speed reduction reverser 11 can be reduced, and the speed reduction reverser 11 can be made compact. (However, the left-right width dimension of the clutch housing 18 is slightly larger at the point where the forward clutch 14 and the reverse clutch 15 are arranged side by side). Therefore, the versatility of the speed reduction reverser 11 is improved, and it can be mounted on a ship such as a ski boat 1 having a height restriction.

  FIG. 10 shows another example (modified example) of the second embodiment of the reduction reverse rotation machine 11. As shown in FIG. 10, also in the second embodiment, when the conical angles of the reduction drive gear 31 and the reduction output gear 35 can be made large to some extent, the idle shaft 32 and the pair of idle gears 33 and 34 are omitted, and the reduction speed is reduced. A configuration in which the drive gear 31 and the reduction output gear 35 are directly meshed with each other may be employed.

  FIGS. 11 and 12 are reference examples of the speed reducer 11 based on another example of the second embodiment. In the first reference example shown in FIG. 11, the forward reduction gear 43, the reverse reduction gear 45, and the output gear 46 are configured as conical gears, and the output shaft 16 is inclined. In the reference example shown in FIG. 12, the forward reduction gear 43, the reverse reduction gear 45, and the output gear 46 are configured as conical gears, the reduction drive gear 31 and the reduction output gear 35 are configured as flat gears, and the output shaft 16 is It is inclined in a posture that extends parallel to the propeller shaft 6. In these reference examples, the output shaft 16 is not parallel to the input shaft 13 or the like and is not located on the same plane as the input shaft 13 or the like. There is no significant effect on reducing the height of the housings 18 and 19.

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

1 Ski boat (ship)
2 Hull 5 Propeller 10 Engine (main engine)
11 Speed reducer 13 Input shaft 14 Forward clutch 15 Reverse brake or reverse clutch 16 Output shaft 17 Conical gear mechanism 18 Clutch housing 19 Reduction housing 20 Bolt 22 Planetary gear type reverse rotation mechanism 31 Reduction drive gear 35 Reduction output gear

Claims (3)

An input shaft to which the rotational power of the main engine is input; a forward / reverse switching mechanism that switches the rotational power of the input shaft to forward, neutral, and reverse; an output shaft that outputs the rotational power of the forward / backward switching mechanism; In a speed reduction reverser comprising a speed reduction mechanism that reduces the rotational power of the output shaft and transmits it to the propeller shaft,
A forward / reverse housing that houses the forward / reverse switching mechanism and a deceleration housing that houses the deceleration mechanism are detachably connected in the longitudinal direction of the output shaft,
The speed reduction mechanism is configured as a conical gear mechanism in which a plurality of conical gears having the same angle angle are connected, or a plurality of conical gears having different angle angles are connected.
Reduction reverse rotation machine. An idle shaft is rotatably supported between the output shaft and the propeller shaft in the reduction housing, and from a reduction drive gear provided on the output shaft, via an idle gear provided on the idle shaft, It is configured to transmit power to a reduction output gear provided on the propeller shaft, and a combination of the reduction drive gear, the idle gear and the reduction output gear forms the conical gear mechanism.
The reduction reverse rotation machine according to claim 1. The speed reducer according to claim 1 or 2 is mounted on a hull.
Ship.

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