JP2020066322A - Marine reducer - Google Patents

Abstract

To provide a marine reducer for suppressing a load to be imposed on a neutral brake when a vessel is moving in a neutral state.SOLUTION: A marine reducer 14 includes a changeover unit 40, a neutral brake 50, and a neutral brake operation unit 65. The changeover unit 40 has a structure for switching between a transmission state for transmitting rotational power generated by an engine to a propeller 16 and a neutral state for not transmitting the rotational power to the propeller 16. The neutral brake 50 is capable of braking rotation of the propeller 16 in the neutral state. The neutral brake operation tool 65 is a member operated by an operator and a changeover operation is capable for changing over setting of whether or not the neutral brake 50 is actuated in the neutral state.SELECTED DRAWING: Figure 2

Description

  The present invention mainly relates to a marine speed reducer including a neutral brake.

  BACKGROUND ART Conventionally, there is known a marine speed reducer capable of switching a state between a transmission state in which a rotational power generated by a drive source is transmitted to a propeller and a neutral state in which the rotational power is not transmitted to a propeller. Further, this type of marine speed reducer may include a neutral brake that brakes the rotation of the propeller in the neutral state. Patent Document 1 discloses a speed reducer / reverse gear (marine speed reducer) including a neutral brake.

  The deceleration / reverse gear of Patent Document 1 includes a detection unit that detects the rotation speed of the propeller. This decelerating / reversing device actuates the neutral brake only when the rotation speed of the propeller becomes equal to or lower than a certain rotation speed.

JP-A-6-34044

  By the way, when the ship is switched to the neutral state while moving at high speed, or when another propulsive force acts on the ship in the neutral state, the marine gear reducer is in the neutral state. Also ships move over the water. As a result, the water flow accompanying the movement of the ship acts on the propeller, which may cause the propeller to rotate. Further, when the force that rotates the propeller together exceeds the braking force of the neutral brake, the neutral brake may be subject to a load such as wear or seizure.

  The present invention has been made in view of the above circumstances, and a main object of the present invention is to provide a marine speed reducer that suppresses the load on the neutral brake when the ship is moving in the neutral state. is there.

Means and effects for solving the problems

  The problem to be solved by the present invention is as described above. Next, the means for solving the problem and the effect thereof will be described.

  According to the viewpoint of the present invention, a marine speed reducer having the following configuration is provided. That is, this marine speed reducer includes a switching unit, a neutral brake, and an operating unit. The switching unit has a structure that switches between a transmission state in which the rotational power generated by the drive source is transmitted to the propeller and a neutral state in which the rotational power is not transmitted to the propeller. The neutral brake can brake the rotation of the propeller in the neutral state. The operation unit is a member operated by an operator, and is capable of performing an operation of switching the setting of whether or not to operate the neutral brake in the neutral state.

  This makes it possible to prevent the neutral brake from being actuated by the operator's judgment and operation when the neutral brake does not need to be actuated in the neutral state. As a result, it is possible to suppress the load on the neutral brake when the boat is moving in the neutral state.

  In the marine speed reducer, when the switching unit is switched to the neutral state in a setting that does not activate the neutral brake, and then the neutral brake is activated by the operator operating the operation unit, It is preferable that the neutral brake be actuated to brake the rotation of the propeller.

  As a result, the operator can operate the neutral brake by operating the operation unit at the timing when the neutral brake needs to be activated in the neutral state or when the load is not applied even when the neutral brake is activated. it can.

  The marine speed reducer preferably has the following configuration. That is, by supplying hydraulic oil to the neutral brake by the hydraulic oil pump driven by the drive source, the neutral brake brakes the rotation of the propeller. The neutral brake is activated when all the conditions that the drive source is operating, the switching unit is in the neutral state, and the setting that the neutral brake is activated by the operation unit are satisfied. If at least one of the conditions is not satisfied, the neutral brake does not operate.

  Thereby, the neutral brake can be operated at a necessary timing.

1 is a side view of a ship including a marine speed reducer according to an embodiment of the present invention. The hydraulic circuit diagram of the marine reducer. External view of the operation panel. The electric circuit diagram of the marine reducer. The hydraulic circuit diagram of the marine speed reducer of the 1st modification. The electric circuit diagram of the marine speed reducer of the 1st modification. The electric circuit diagram of the marine speed reducer of the 2nd modification.

  Next, an embodiment of the present invention will be described with reference to the drawings. First, with reference to FIG. 1, an outline of the ship 10 provided with the marine speed reducer 14 will be described. FIG. 1 is a side view of a boat 10 including a marine reducer 14.

  The boat 10 includes a hull 11, a cabin 12, an engine (driving source) 13, a marine speed reducer 14, a drive shaft 15, a propeller 16, and a rudder 17. The cabin 12 is provided on the hull 11. Inside the cabin 12, a cockpit for maneuvering the ship 10 is provided.

  The engine 13 is a diesel engine that generates rotational power for propelling the ship 10. The engine 13 may be an engine other than a diesel engine (for example, a gas engine, a gasoline engine, or a dual fuel engine) or an electric motor. A marine speed reducer 14 is attached to an output shaft (not shown) of the engine 13. The marine speed reducer 14 transmits the rotational power generated by the engine 13 to the drive shaft 15. Specifically, the marine speed reducer 14 increases the torque by reducing the rotation speed of the drive shaft 15 to be lower than the rotation speed of the output shaft. Although the marine speed reducer 14 of the present embodiment can reversely rotate the drive shaft 15, it does not have to have a structure for reversely rotating the drive shaft 15.

  A propeller 16 is attached to the drive shaft 15. The propeller 16 rotates by the rotational power transmitted via the drive shaft 15 to generate a water flow for moving the boat 10 forward or backward. The rudder 17 is arranged behind the propeller 16. The rudder 17 is rotatable left and right around a steering shaft (not shown). By rotating the rudder 17 to the left or right, the rudder 17 can act on the water flow generated by the propeller 16 to change the direction of the water flow. Thereby, the traveling direction of the ship 10 can be changed.

  Next, the marine speed reducer 14 will be described in detail with reference to FIGS. 2 to 4. FIG. 2 is a hydraulic circuit diagram of the marine reducer 14. FIG. 3 is an external view of the operation panel 62. FIG. 4 is an electric circuit diagram of the marine reducer 14.

  The marine reducer 14 is configured to be switchable between a forward first speed state, a forward second speed state, a neutral state, and a reverse state. The marine speed reducer 14 also includes a switching unit 40 for switching between these states. The switching unit 40 includes a forward first speed clutch 41, a forward second speed clutch 42, and a reverse clutch 43.

  The clutches 41, 42, 43 are wet multi-plate hydraulic clutches. When the hydraulic pressure of the hydraulic oil acts on any one of the clutches 41, 42, 43, the friction plates of the clutches 41, 42, 43 are joined, and the output shaft of the engine 13 and the drive shaft 15 rotate. Power is transmitted.

  In the first forward speed state, the rotational power of the engine 13 is transmitted by the first forward speed clutch 41. As a result, the propeller 16 rotates in the direction in which the marine vessel 10 moves forward (specifically, the propeller 16 rotates via the drive shaft 15, the same applies hereinafter). In the second forward speed, the rotational power of the engine 13 is transmitted by the second forward clutch 42. As a result, the propeller 16 rotates in the direction of advancing the ship 10. The reduction ratio is different between the first forward speed state and the second forward speed state. In the reverse drive state, the rotational power of the engine 13 is transmitted by the reverse drive clutch 43. As a result, the propeller 16 rotates in the direction in which the boat 10 is moved backward. Since the rotational power of the engine 13 is transmitted to the drive shaft 15 in the first forward speed state, the second forward speed state, and the reverse speed state, these states are referred to as a transmission state.

  In the neutral state, since the hydraulic pressure of the hydraulic oil does not act on any of the clutches 41, 42, 43, the rotational power of the engine 13 is not transmitted to the drive shaft 15. Further, the marine speed reducer 14 includes a neutral brake 50 for braking the propeller 16 in the neutral state. The braking mechanism of the neutral brake 50 will be briefly described below. A driven gear 18 that is driven by the rotation of the drive shaft 15 is attached to the drive shaft 15. A brake gear 51 is meshed with the driven gear 18. A brake shaft 52 that rotates integrally is attached to the brake gear 51, and a friction plate is attached to the brake shaft 52. That is, with the rotation of the propeller 16, the friction plate of the brake shaft 52 also rotates. On the other hand, the neutral brake 50 has a pressing member that slides when hydraulic oil is supplied to press the friction plate. With the above configuration, the neutral brake 50 brakes the brake shaft 52 (and thus the propeller 16).

  Hereinafter, the hydraulic circuit of the marine speed reducer 14 will be described mainly with reference to FIG. As shown in FIG. 2, the marine speed reducer 14 includes a hydraulic oil tank 20, a hydraulic oil pump 21, and a hydraulic oil filter 22. The hydraulic oil tank 20 stores hydraulic oil to be supplied to hydraulic equipment included in the marine reducer 14. The hydraulic oil pump 21 is driven by the engine 13 and sucks up and discharges the hydraulic oil stored in the hydraulic oil tank 20. The hydraulic oil filter 22 purifies the hydraulic oil sucked up by the hydraulic oil pump 21.

  The hydraulic oil discharged by the hydraulic oil pump 21 is supplied to the trolling unit 23, the route changing unit 30, the switching unit 40, the neutral brake 50, and the like.

  The trolling portion 23 is provided on the path through which the hydraulic oil flows from the hydraulic oil pump 21 to the switching portion 40. The trolling unit 23 changes the joining force of the clutches 41, 42, 43 in two steps by adjusting the pressure of the hydraulic oil discharged to the switching unit 40. Specifically, when the trolling lever (not shown) is in the normal position, the trolling portion 23 discharges the hydraulic oil supplied from the hydraulic oil pump 21 to the switching portion 40 while maintaining the high pressure. In this case, the clutches 41, 42, 43 transmit the rotational power of the engine 13 to the propeller 16 with a strong joining force. On the other hand, when the trolling lever is operated and switched to the operating position, the trolling unit 23 depressurizes the hydraulic oil supplied from the hydraulic oil pump 21 and discharges it to the switching unit 40. In this case, the clutches 41, 42, 43 transmit the rotational power of the engine 13 to the propeller 16 with a weak joining force. As a result, the clutches 41, 42, 43 are in a so-called half-clutch state, so that the ship 10 can be moved at a low speed.

  The path changing unit 30 changes the supply destination of the hydraulic oil according to the operation of the operator. The path changing unit 30 includes a state switching valve 31, a first solenoid valve 32, a forward first speed switching valve 33, a second solenoid valve 34, a forward second speed switching valve 35, and a neutral brake switching valve 36. , Is provided.

  Further, the marine speed reducer 14 includes a switching lever 61 and an operation panel 62 as members operated by an operator to change the supply destination of the hydraulic oil. The switching lever 61 and the operation panel 62 are provided, for example, in the cockpit of the cabin 12. The switching lever 61 is configured to be capable of switching its position among a forward drive position, a reverse drive position, and a neutral position.

  When the switching lever 61 is in the forward position, the state switching valve 31 supplies hydraulic oil to the first forward speed clutch 41 via the first forward speed switching valve 33, or switches the second forward speed switching valve 35. The hydraulic oil is supplied to the forward second speed clutch 42 via the. As a result, the rotational power of the engine 13 is transmitted to the drive shaft 15 via the first forward speed clutch 41 or the second forward speed clutch 42, and the propeller 16 can be rotated at the first forward speed or the second forward speed. The first forward speed and the second forward speed are switched by operating the operation panel 62 (details will be described later).

  When the switching lever 61 is in the reverse position, the state switching valve 31 supplies hydraulic oil to the reverse clutch 43. As a result, the rotational power of the engine 13 is transmitted to the drive shaft 15 via the reverse clutch 43, and the propeller 16 can be rotated in the direction in which the boat 10 is moved backward.

  When the switching lever 61 is in the neutral position, the state switching valve 31 does not supply hydraulic oil to any of the clutches 41, 42, 43, but supplies hydraulic oil to the neutral brake switching valve 36. Thus, the neutral brake 50 operates when the hydraulic oil can be supplied from the neutral brake switching valve 36 to the neutral brake 50, and the neutral brake 50 operates when the hydraulic oil cannot be supplied from the neutral brake switching valve 36 to the neutral brake 50. do not do. Whether or not hydraulic oil can be supplied to the neutral brake 50 is switched by operating the operation panel 62.

  As shown in FIGS. 2 and 3, the operation panel 62 is provided with a main operation tool 63, a reduction ratio switching operation tool 64, and a neutral brake operation tool (operation section) 65. Since the three operation tools are provided on one operation panel 62, the operator's time and effort can be reduced in a situation where, for example, a plurality of operation tools are operated in order.

  The main operation tool 63 can be turned on or off. When the main operating tool 63 is set to OFF, the main switch 63a shown in FIG. 4 is opened. As a result, the battery 66 is not connected to either the first switching device 64b or the second switching device 65b. On the other hand, when the main operation tool 63 is turned on, the main switch 63a is closed. Thereby, the battery 66 is connected to the first switching device 64b and the second switching device 65b.

  Here, the first switching device 64b has a circuit that connects the first electromagnetic valve 32 and the second electromagnetic valve 34 arranged in series to the battery 66. Further, inside the first switching device 64b, a reduction ratio switching switch 64a for opening and closing the circuit is provided.

  The second switching device 65b has the same configuration as the first switching device 64b. That is, the second switching device 65b, like the first switching device 64b, can arrange two loads in series and is provided with a switch (neutral brake switching switch 65a) for opening and closing the circuit.

  In this way, by configuring the first switching device 64b and the second switching device 65b to have the same configuration, it is possible to divert the existing first switching device 64b and add a circuit related to the neutral brake 50. Therefore, the construction of a new device or system is unnecessary or simple. The control target of the second switching device 65b is only the neutral brake switching valve 36 (that is, only one switching valve). However, two loads can be attached to the second switching device 65b, and a battery 66 corresponding to two switching valves (solenoids) is connected. Therefore, in the second switching device 65b, the adjusting resistor 37 having the same resistance as the other switching valves is connected in series with the neutral brake switching valve 36. The first switching device 64b and the second switching device 65b may have different configurations.

  The reduction ratio switching operation tool 64 can be adjusted to either first speed or second speed. When the speed reduction ratio switching operation tool 64 is set to the 1st speed, the speed reduction ratio switching switch 64a is opened. As a result, electric power is not supplied to the first solenoid valve 32 and the second solenoid valve 34. At this time, the hydraulic oil output from the state switching valve 31 is supplied to the first forward speed clutch 41 via the first forward speed switching valve 33, and the hydraulic oil is not supplied to the second forward speed clutch 42. Therefore, the forward first speed state is established.

  On the other hand, when the speed reduction ratio switching operation tool 64 is set to the second speed, the speed reduction ratio switching switch 64a is closed. Therefore, if the main operation tool 63 is turned ON, electric power is supplied to the first electromagnetic valve 32 and the second electromagnetic valve 34. As a result, the solenoids included in each of the first electromagnetic valve 32 and the second electromagnetic valve 34 move to change the supply destination of the hydraulic oil. Along with that, the spools of the first forward speed switching valve 33 and the second forward speed switching valve 35 move, and the supply destination of the hydraulic oil also changes. As a result, the hydraulic oil output from the state switching valve 31 is supplied to the second forward speed clutch 42 via the second forward speed switching valve 35, and the hydraulic oil is not supplied to the first forward speed clutch 41. Therefore, the forward second speed state is established.

  The neutral brake operating tool 65 can be set to either ON or OFF. When the neutral brake operating tool 65 is set to OFF, the neutral brake changeover switch 65a is opened. As a result, power is not supplied to the neutral brake switching valve 36 and the adjustment resistor 37. At this time, the path from the neutral brake switching valve 36 to the neutral brake 50 is cut off, so that the hydraulic oil output from the state switching valve 31 is not supplied to the neutral brake 50. Therefore, even if the main operation tool 63 is set to ON and the switching lever 61 is at the neutral position, the neutral brake does not operate.

  On the other hand, when the neutral brake operating tool 65 is set to ON, the neutral brake changeover switch 65a is closed. Therefore, if the main operation tool 63 is set to ON, electric power is supplied to the neutral brake switching valve 36. As a result, by moving the solenoid of the neutral brake switching valve 36, it becomes possible to supply hydraulic oil to the neutral brake 50 via the neutral brake switching valve 36. Therefore, when the switching lever 61 is at the neutral position, the hydraulic oil is supplied to the neutral brake 50 and the neutral brake 50 operates.

  As described above, by operating the neutral brake operating tool 65, it is possible to switch between the setting (ON) for operating the neutral brake 50 and the setting (OFF) for not operating the neutral brake 50.

  Further, in the present embodiment, the conditions for operating the neutral brake 50 are (1) the hydraulic oil pump 21 is discharging hydraulic oil (in other words, the engine 13 is operating), and (2) the neutral state. There are three things (the details are that the switching lever 61 is in the neutral position) and (3) that the neutral brake operating tool 65 is set to ON. The neutral brake 50 operates by satisfying all of these three conditions. On the other hand, if at least one of these three conditions is not met, the neutral brake 50 will not operate.

  Here, the conventional marine speed reducer disclosed in Patent Document 1 or the like has a configuration in which the neutral brake is activated irrespective of an operator's intention or operation if a predetermined condition is satisfied. Therefore, for example, when the neutral brake is operating in the case where the ship is moving at high speed and is switched to the neutral state, and the force that rotates the propeller exceeds the braking force of the neutral brake. , The friction plate of the neutral brake may be worn or seized. As another situation in which the ship moves in the neutral state, it is possible that the net is hoisted in the neutral state and the reaction force causes the ship to move. In this case as well, since the propeller may be accompanied by rotation, wear or seizure of the friction plate of the neutral brake may occur. As yet another situation, in a two-machine, two-shaft (a configuration in which drive shafts are connected to two engines) vessels, for example, when one vessel is driven only by the other engine due to a failure of one engine, The vessel moves despite the neutral state of the marine reducer connected to the failed engine. Therefore, even in such a situation, abrasion or seizure of the friction plate of the neutral brake may occur.

  In this respect, since the marine speed reducer 14 of the present embodiment includes the neutral brake operating tool 65, the neutral brake 50 does not operate by turning the neutral brake operating tool 65 OFF in the above situation. Therefore, abrasion or seizure of the friction plate of the neutral brake 50 can be suppressed. After that, for example, when the force to rotate the propeller 16 is reduced or becomes zero due to the ship 10 being stopped or the winding of the net being completed, the neutral brake operating tool 65 is set to ON, Since the hydraulic oil is supplied to the neutral brake 50 as described above, the neutral brake 50 can be operated. As described above, in the present embodiment, the neutral brake 50 can be operated only in the situation where the operator determines that it is necessary.

  The hydraulic oil stored in the hydraulic oil filter 22 is also used as a lubricating oil in the present embodiment. Specifically, in the middle of the route from the hydraulic oil pump 21 to the trolling unit 23, a lubricating oil route for supplying the hydraulic oil as lubricating oil to the switching unit 40 is connected. A lubricating oil cooler 71 that cools the lubricating oil, a lubricating oil filter 72 that purifies the lubricating oil, and a regulating valve 73 that returns the lubricating oil having a predetermined pressure to the hydraulic oil tank 20 are provided in the lubricating oil path. Has been.

  Next, a first modification of the above embodiment will be described with reference to FIGS. 5 and 6. FIG. 5 is a hydraulic circuit diagram of the marine speed reducer 14 of the first modified example. FIG. 6 is an electric circuit diagram of the marine speed reducer 14 of the first modified example. In the description of the first modified example and the second modified example to be described later, the same or similar members as those in the above-described embodiment are denoted by the same reference numerals in the drawings, and the description thereof may be omitted.

  In the above embodiment, it is necessary to change the energization state of the two solenoids of the first solenoid valve 32 and the second solenoid valve 34 in order to switch between the first forward speed and the second forward speed. On the other hand, the path changing unit 30 of the first modified example includes a third electromagnetic valve 38 instead of the first electromagnetic valve 32 and the second electromagnetic valve 34. The third solenoid valve 38 can move the spools of both the first forward speed switching valve 33 and the second forward speed switching valve 35. As a result, the forward first speed and the forward second speed can be switched by simply switching the energized state of the third solenoid valve 38.

  Further, as shown in FIG. 6, the marine speed reducer 14 of the first modified example also has a different electric circuit configuration from the above embodiment. In the first modification, the relay 81 is arranged. When the main switch 63a is closed, the relay 81 operates and the circuit including the battery 66 becomes a closed circuit. The third solenoid valve 38 and the neutral brake switching valve 36 are connected in parallel. Further, in this electric circuit, a reduction ratio switching switch 64a that switches whether to supply power to the third solenoid valve 38 and a neutral brake switching switch 65a that switches whether to supply power to the neutral brake switching valve 36. And are provided.

  Next, a second modification of the above embodiment will be described with reference to FIG. 7. FIG. 7 is an electric circuit diagram of the marine speed reducer 14 of the second modified example. The marine speed reducer 14 of the second modified example is different from the above embodiment in that it includes a rotation speed sensor 82 and a speed relay 83.

  The rotation speed sensor 82 detects the rotation speed of the drive shaft 15. The speed relay 83 is arranged in parallel with the neutral brake switching valve 36. When the rotation speed detected by the rotation speed sensor 82 is equal to or higher than the threshold value, the power of the battery 66 is not supplied to the neutral brake switching valve 36. On the other hand, when the rotation speed detected by the rotation speed sensor 82 falls below the threshold value, the speed relay 83 operates and the power of the battery 66 is supplied to the neutral brake switching valve 36. With this configuration, even when the neutral brake operation tool 65 is set to ON, when the rotation speed of the drive shaft 15 is low (that is, the force that rotates the propeller 16 together turns the braking force of the neutral brake 50). The neutral brake 50 can be activated only when the probability of not exceeding the limit is exceeded. The rotation speed sensor 82 and the speed relay 83 may be used to automatically switch the neutral brake changeover switch 65a.

  As described above, the marine speed reducer 14 of the above-described embodiment includes the switching unit 40, the neutral brake 50, and the neutral brake operating tool 65. The switching unit 40 has a structure that switches between a transmission state in which the rotational power generated by the engine 13 is transmitted to the propeller 16 and a neutral state in which the rotational power is not transmitted to the propeller 16. The neutral brake 50 can brake the rotation of the propeller 16 in the neutral state. The neutral brake operating tool 65 is a member operated by the operator, and can switch the setting of whether or not to operate the neutral brake 50 in the neutral state.

  This makes it possible to prevent the neutral brake 50 from being actuated by the operator's judgment and operation when the actuation of the neutral brake 50 is unnecessary in the neutral state. As a result, it is possible to suppress the load on the neutral brake 50 when the boat 10 is moving in the neutral state.

  Further, in the marine speed reducer 14 of the above-described embodiment, after the switching unit 40 is switched to the neutral state with the setting that the neutral brake 50 is not activated, the neutral brake 50 is activated by the operator operating the neutral brake operating tool 65. When changed, the neutral brake 50 is actuated to brake the rotation of the propeller 16.

  As a result, the operator operates the neutral brake operating tool 65 at the timing when the neutral brake 50 needs to be actuated in the neutral state or when the load is no longer applied even when the neutral brake 50 is actuated. 50 can be activated.

  In the marine gear reducer 14 of the above-described embodiment, the hydraulic oil pump 21 driven by the engine 13 supplies hydraulic oil to the neutral brake 50, so that the neutral brake 50 brakes the rotation of the propeller 16. The neutral brake 50 operates when all the conditions that the engine 13 is operating, the switching unit 40 is in the neutral state, and that the neutral brake operating tool 65 is set to operate the neutral brake 50 are satisfied. However, if at least one of the conditions is not satisfied, the neutral brake 50 does not operate.

  As a result, the neutral brake 50 can be operated at the required timing.

  Although the preferred embodiment and modification of the present invention have been described above, the above configuration can be modified as follows, for example.

  In the above-described embodiment, the main operation tool 63, the reduction ratio switching operation tool 64, and the neutral brake operation tool 65 are all provided on the same operation panel 62, but at least one is provided on another operation panel. Good. Further, in the above-described embodiment, these operation tools are knobs that the operator holds and rotates, but they may be buttons or levers. Further, these operation tools may be a trackball, a touch panel, or the like. In this case, the operator operates a trackball, a touch panel, or the like to display a predetermined setting screen on the display, and makes settings as necessary.

  In the second modified example, the speed relay 83 is used to switch the presence / absence of energization according to the rotation speed of the drive shaft 15. Alternatively, the same configuration may be realized by using a control device. Specifically, the rotation speed detected by the rotation speed sensor 82 is input to the control device, and when the control device determines that the rotation speed is below the threshold value, the control device transmits, for example, a signal. A relay or the like is operated to start energization of the neutral brake switching valve 36.

  The hydraulic circuits shown in FIGS. 2 and 5 are examples and can be changed as appropriate. For example, the trolling unit 23 may be omitted. Alternatively, one switching valve having both functions may be provided instead of the switching valve 33 for the first forward speed and the switching valve 35 for the second forward speed.

14 Marine speed reducer 40 Switching unit 41 Forward first speed clutch 42 Forward second speed clutch 43 Reverse clutch 50 Neutral brake 61 Switching lever 62 Operation panel 63 Main operation tool 64 Reduction ratio switching operation tool 65 Neutral brake operation tool (operation section)

Claims (3)

A switching unit having a structure for switching between a transmission state in which the rotational power generated by the drive source is transmitted to the propeller and a neutral state in which the rotational power is not transmitted to the propeller,
A neutral brake capable of braking the rotation of the propeller in the neutral state,
A member that is operated by an operator, and an operation unit capable of switching the setting of whether to operate the neutral brake in the neutral state,
A marine speed reducer comprising: The marine speed reducer according to claim 1,
After the switching unit is switched to the neutral state in a setting that does not operate the neutral brake, if the setting is changed to operate the neutral brake by the operation of the operation unit by the operator, the neutral brake is operated. A marine speed reducer in which the rotation of the propeller is braked. The marine speed reducer according to claim 1 or 2,
By supplying hydraulic oil to the neutral brake by the hydraulic oil pump driven by the drive source, the neutral brake brakes the rotation of the propeller,
The neutral brake operates when all the conditions that the drive source is operating, the switching unit is in the neutral state, and the setting that the operating unit operates the neutral brake are satisfied. The neutral brake does not operate when at least one of the conditions is not satisfied.

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