JP5743854B2 - Reduction device for ship and reduction device with motor - Google Patents

Description

  The present invention relates to a marine speed reducer and a motored speed reducer.

  Driving equipment for mooring or cargo handling is arranged on the deck of the ship.

  Patent Document 1 discloses an anchor rope winder for winding an anchor rope connected with anchors (hooks). Patent Document 2 discloses a mooring winch having a winding drum for winding a mooring rope.

  These marine drive facilities employ a configuration in which the rotation of the drive source is decelerated by a reduction device and is increased to a predetermined torque from the relationship between the rotation of the drive source such as a motor or engine and the necessary torque. .

Japanese Patent Laid-Open No. 2002-114489 (FIG. 1) JP 2010-111514 A (FIG. 1)

  The speed reducer placed on the deck of a ship is not only exposed to wind and rain, but sometimes receives impact loads (pressing loads or impact loads) of waves that have sometimes ridden. Accordingly, a marine speed reduction device is also required to have sufficient strength to withstand such an impact load of waves. However, it is difficult to assume the magnitude of the wave impact load (because it is a natural opponent).

  On the other hand, the casing is originally a large member having a large weight, and if the countermeasure of simply increasing the thickness in order to increase the strength is performed, the weight of the entire reduction gear device will be significantly increased. In the case of marine decelerators, a significant increase in overall weight not only increases costs, but also makes the handling of the deck significantly inconvenient or because of the large number of hulls installed. There are many disadvantages, such as causing a loss of balance.

  The present invention has been made in order to solve such a problem, and provides a marine speed reducer having sufficient strength against an impact load of a strong wave while minimizing an increase in weight. The task is to do.

The present invention is a reduction gear installed on the deck of a ship, and at least on the upper surface of the reduction gear when the reduction gear is installed on the deck, from the inside to the outside when the upper surface is viewed in plan view. A downward slope is formed, and the maximum height from the deck of the gear constituting the speed reduction mechanism of the speed reducer is higher than the height from the deck outside the casing of at least one lowermost end of the downward slope. The above problem is solved by adopting a low configuration.
Further, the present invention is a reduction gear installed on the deck of a ship, from the inside when the upper surface is viewed in plan, at least on the upper surface of the reduction gear when the reduction gear is installed on the deck. A downward slope is formed toward the outside, and the maximum height of the gear constituting the speed reduction mechanism of the reduction gear from the deck is a height from the deck inside the casing of at least one lowermost end of the downward slope. The above problem is similarly solved by adopting a configuration lower than the above.

  In the present invention, a downward slope is formed on at least the upper surface of the reduction gear from the inner side to the outer side when the upper surface is viewed in plan. Here, “when the upper surface is viewed in plan” means “when the upper surface is viewed from above in a direction perpendicular to the deck”. “To form a downward slope from the inside to the outside” means “the inside (center side) is higher (the height from the deck is higher) than the outside (end side)” .

  For example, when the shape of the upper surface in plan view is a rectangle, when attention is paid to the left-right direction of the rectangle, the center in the left-right direction is the inside and the end in the left-right direction is the outside. When focusing on the front-rear direction, the center in the front-rear direction is the inside, and the end in the front-rear direction is the outer side. In the present invention, even if only the single direction (for example, the left-right direction) is focused and the inner side is higher than the outer side in that direction, the inner side in each direction is focused on two (or more) directions. You may make it become higher than an outer side. Alternatively, the slope may be formed in a shape such as a sphere or an ellipsoid so that the inner side is higher than the outer side in all directions. That is, the downward inclination may be not only linearly inclined but also curvedly inclined.

  According to the present invention, it is possible to smoothly escape (dodge) waves outside the upper surface along the inclination of the upper surface of the casing. Therefore, the impact load of the wave applied to the upper surface of the casing can be further reduced, and the necessary strength can be ensured (without increasing the thickness of the upper surface of the casing).

  For the same purpose, the present invention is “a reduction device installed on the deck of a ship, and the upper surface is viewed in plan view on at least the upper surface of the reduction device when the reduction device is installed on the deck. It can also be regarded as an “invention in which a downward slope is formed from a side on one end side to a side on the other end side”. In the case of this configuration, the upper surface of the casing is higher on the other end side than on the one end side (the height from the deck is higher). Depending on the installation position of the reduction gear on the deck or the positional relationship with other structures, this shape may be more effective in reducing the impact load of the wave, depending on the direction and angle of the approaching wave. is there.

  By the above combination, for example, in one direction (for example, the left-right direction when the speed reducer is viewed from a specific surface), the inner side is higher than the outer side (the center is higher), and the other direction (for example, in the same situation) In the front-rear direction), one end side may be higher than the other end side.

  According to the present invention, it is possible to obtain a marine speed reducer having a sufficient strength against a strong wave impact load while minimizing an increase in weight.

The perspective view of the reduction gear with a motor for ships concerning an example of an embodiment of the present invention. Plan view of the reduction gear of FIG. Front view of the reduction gear of FIG. Side view of the reduction gear of FIG. Sectional view (of the speed reducer portion) along the line VV in FIG. Sectional view (of the speed reducer) taken along line VI-VI in FIG. Sectional drawing equivalent to FIG. 5 which shows the modification of the said embodiment Similarly, a sectional view corresponding to FIG. The perspective view of the reduction gear with a motor for ships concerning an example of other embodiments of the present invention. Same side view The perspective view of the reduction gear with a motor for ships concerning an example of other embodiments of the present invention. Same side view The perspective view of the reduction gear with a motor for ships concerning an example of other embodiments of the present invention. Same side view Sectional drawing which shows the variation equivalent to FIG. 5 of the reduction gear of FIG.

  Hereinafter, an example of an embodiment of the present invention will be described in detail based on the drawings.

  1 is a perspective view of a speed reducer with a motor for a ship according to an example of an embodiment of the present invention, FIG. 2 is a plan view, FIG. 3 is a front view, and FIG. 4 is a side view. 5 is a cross-sectional view taken along the line VV in FIG. 2 (of the reduction gear part), and FIG. 6 is a cross-sectional view taken along the line VI-VI in FIG.

  The reduction gear G1 is installed on a deck 10 of a ship (not shown) and is used to drive a mooring winch (not shown) by being connected to a motor 12 that is a drive source.

  The motor 12 is a 6-pole type electric motor and is provided with a terminal box 14 for accommodating a control mechanism (not shown). The motor 12 can be rotated at any one of three speeds of 800, 1600, and 2400 rpm by a control mechanism housed in the terminal box 14. The shapes of the motor 12 and the terminal box 14 will be described in detail later.

  The reduction gear G1 includes an input shaft (not shown) connected to the motor shaft of the motor 12, a reduction gear mechanism 20 including a helical gear train (not shown) and an orthogonal gear set 18 (see FIGS. 5 and 6), and an output shaft. 22 is provided. The orthogonal gear set 18 includes a bevel pinion 15 and a bevel gear 16 in this example, and converts the rotational axis directions of the input shaft and the output shaft 22 to a right angle while reducing the speed.

  The output shaft 22 is a hollow shaft having a hollow portion 22A into which a rotating shaft of a mooring winch (driven body) (not shown) is inserted, and a casing 28 (specifically, a pair of bearings 24 and 26 includes a casing 28 (specifically, a reduction gear G1). The gear casing main body 42 and the side casing 46 are supported by a later-described unit. In addition, the codes | symbols 29 and 31 in FIG. 5 are the oil seals which seal the inside and outside of the reduction gear G1.

  Hereinafter, the casing structure of the reduction gear G1 with the motor 12 will be described in detail.

  For convenience of explanation, in the state in which the reduction gear G1 is disposed on the deck 10, the axial direction of the output shaft 22 is the X direction, and the direction perpendicular to the output shaft 22 is horizontal (the direction parallel to the deck 10). The Y direction and the direction perpendicular to the deck 10 are referred to as the Z direction. Therefore, for example, the words “high” and “low” correspond to the magnitude of the vertical distance (distance in the Z direction) from the deck 10, and “down slope” means that the distance from the deck 10 gradually increases. This means a smaller slope.

  The motor 12 includes a single motor casing body 32. Although the motor casing body 32 includes a small step 32A and the like, the entire motor casing body 32 is formed in a substantially cylindrical shape and is disposed horizontally along the Y direction.

  The motor casing main body 32 is provided with attachment ports 34 and 35 of the terminal box 14 at two positions at opposite positions in the X direction. The terminal box 14 is fixed to the motor casing main body 32 by bolts (not shown) using one of the attachment holes 34 provided at these two locations (inside the terminal box 14).

  The terminal box 14 is formed from the side 36A on the motor casing body 32 side (one end side) when the upper surface 36 of the terminal box 14 is viewed in plan (when the speed reduction device G1 is disposed on the deck 10). A downward slope is formed toward the side (other end side) side 36 </ b> B. In this embodiment, the downward inclination is constituted by an inclined surface 36C of a circular arc of a quarter of a circle, and the upper surface 36 of the terminal box 14 is constituted by this inclined surface 36C and a flat surface 36D near the side 36A. Has been. The area of the inclined surface 36C of the upper surface 36 is larger than the area of the flat surface 36D.

  In addition, slopes that are continuous from the upper surface 36 to the side surface 38 and further to the lower surface 40 are formed at both ends of the terminal box 14 in the Y direction. When attention is paid to the upper surface 36 of the terminal box 14, this inclination becomes lower from the inner side (center side) to the outer side (end side) in the Y direction of the terminal box 14 when the upper surface 36 is viewed in plan. It can be understood that the downward inclined surfaces 36E and 36F are formed. When attention is paid to the side surface 38, when the side surface 38 is viewed from the side, the inclined surfaces 38A and 38B that are inclined from the side surface 38 side to the side surface opposite to the terminal box 14 (side surface on the motor 12 side) are provided. It can be understood that it is formed. Further, when attention is paid to the lower surface 40, when the lower surface 40 is viewed from the bottom, it can be understood that the upward slopes 40A and 40B are formed from the inside toward the outside. The bottom surface 40 is also formed with an upward slope 40C from the inside to the outside when the bottom surface is viewed from the bottom.

  In addition, the said inclination formation which concerns on this invention differs from a normal so-called R process (end part process which rounds an edge part to circular arc shape of a small diameter) from the meaning of "escape a wave (dodge)." This is because the normal R treatment is intended only to round the corners of the member in order to avoid injuries and the like, and is therefore basically of a small diameter. For example, assuming that the length (on the short side) of the member in the direction in which the R process is to be performed is L and the radius of the end is d, in the case of normal R processing, the radius d is at most the number of the length L. 1 to about 1 (for example, in the present embodiment, refer to the R process 41 in FIG. 4). However, such a small-diameter R process cannot achieve the effect of “escape wave” intended by the present invention. In other words, when the inclined formation according to the present invention is formed by, for example, an arc, it is preferable that the radius d of the arc is 1/5 or more of the length L (if the arc is not an arc, the inclination is The part should be secured at least 1/5 of the length L). In this embodiment, a radius d7 (see FIG. 3) of about 1 / 6.4 of the length L1 is secured for the inclined surfaces 36E, 36F, 38A, 38B, 40A, and 40B at both ends in the Y direction. For the upward slope 40C, a radius d8 that is about ¼ of the length L2 is secured (see FIG. 4).

  Note that a spare attachment port 35 of the terminal box 14 is also formed at a symmetrical position in the X direction of the motor casing body 32. With this configuration, coupled with the symmetry of the gear casing described later in the X direction and the Y direction, when the reduction gear G1 is attached to the deck 10, the extension direction in the Y direction of the motor casing body 32 with respect to the gear casing body 42 is selected. The degree of freedom in selecting the position of the terminal box 14 in the X direction (whether the attachment port 34 or 35 is used) can be ensured.

  On the other hand, the casing 28 of the reduction gear G1 mainly includes a gear casing main body 42, a joint casing 44, a side casing 46, and a mounting flange 48.

  The following will be described in order.

  The gear casing body 42 of the casing 28 of the reduction gear G1 is directed from the inner side to the outer side when the upper surface 50 is viewed in plan, on the upper surface 50 of the reduction gear G1 when the reduction gear G1 is installed on the deck 10. A downward slope is formed. Here, the inner side is the center of the upper surface 50, and the outer side is the end of the upper surface 50. In the case of this embodiment, the shape of the upper surface 50 when viewed from above is a rectangle (see FIG. 2), and the inclined surface 50A having a downward slope in which the inner side (center) of the rectangle in the X direction is higher than the outer side (end). Not only are (50A1 and 50A2) formed, but also in the Y direction, inclined surfaces 50B (50B1 and 50B2) are formed that are inclined downward on the inside (center) than on the outside (ends). That is, in this embodiment, two opposing inclined surfaces 50A and 50B are formed as inclined surfaces having a downward inclination.

  In this embodiment, the lower surface 56 of the gear casing main body 42 is also "symmetrical" with the downward slope formed on the upper surface 50 with respect to the symmetry plane P1 that divides the center of the gear casing main body 42 horizontally. Two sets of upward inclined surfaces 56A (56A1 and 56A2) and 56B (56B1 and 56B2) are formed from the inside to the outside when the lower surface 56 is viewed from the bottom.

  In this embodiment, both the upper surface 50 and the lower surface 56 (except for the flat surface 50P of the upper surface 50 and the flat surface 56P of the lower surface 56 on the mounting flange 48 side) are inclined surfaces 50A and 50B that are substantially downwardly inclined, and It consists only of inclined surfaces 56A and 56B. That is, in the upper surface 50 and the lower surface 56 according to this embodiment, the areas of the flat surfaces 50P and 56P are much smaller than the areas of the inclined surfaces 50A and 50B or 56A and 56B. This is because, if the area of the flat surface becomes too large, it is difficult to obtain the “wave escaping effect” intended by the present invention. The area of the inclined surface where the inclination is formed is preferably larger than the area of the flat surface (where no inclination is formed).

  5 is a cross-sectional view of the speed reducer G1 portion along the arrow VV line in FIG. 2, and FIG. 6 is a cross-sectional view of the speed reducer G1 portion along the arrow VI-VI line in FIG.

  As apparent from FIGS. 5 and 6, in this embodiment, the members constituting the upper surface 50 have the lower side surface 50G in the Z direction flat in both the X direction and the Y direction, and the center of the upper side surface is thick. Thus, the downward inclined surfaces 50A and 50B are formed on the upper surface. Similarly, in the X direction and the Y direction, the member constituting the lower surface 56 is such that the upper side surface 56K in the Z direction is flat and the center of the lower side surface is thick, so that the inclined surface having the upward slope is formed on the lower side surface. 56A and 56B are formed.

  Further, on the upper surface 50, the maximum height from the deck 10 (in this example, the tooth tip 16A of the bevel gear 16) H1 of the gears constituting the speed reduction mechanism 20 is one lowermost end portion (in this example) in the downward X direction. Then, not only the height H2 on the outer side of the lower end 50J) on the side of the X direction side casing but also the height H3 on the inner side of the lowermost end 50J is set to be lower. Further, the height H1 of the tooth tip 16A of the bevel gear 16 is only the height H4 on the outer side of one lowermost end portion in the Y direction of the downward slope of the upper surface 50 (in this example, the lower end portion 50K on the Y direction motor side). Instead, it is formed lower than the inner height H5 of the lowermost end 50K. The height from the deck can also be defined as the radial distance from the axis of the bevel gear 16.

  Since the upper surface 50 and the lower surface 56 are completely vertically symmetric with respect to the symmetry plane P1, the same vertical relationship is also established on the lower surface 56 (the minimum height of the gear (16A) in both the X direction and the Y direction). Is set not only to the height of the outside of one highest end of the upward slope, but also to the height of the inside of the highest end).

  These configurations are based on the idea (intent) of the present embodiment that "the casing has a convex cross section so that a part of the tooth tip is included in order to keep the outer shape of the entire casing as small as possible while accommodating a large gear. This is because it is completely different from the idea of “Yes”. In other words, in the present embodiment, the request to keep the size of the casing 28 as low as possible is not an essential request to be realized (but not denied). Therefore, the shape (or position) of each part of the casing 28 does not necessarily have to be related to the size and position of the housed gear (for example, the bevel gear 16).

  The joint casing 44 connects the gear casing main body 42 and the motor casing main body 32. In this embodiment, the joint casing 44 is integrally formed with the gear casing main body 42 and the motor casing main body 32 as a single member. Since the joint casing 44 covers a connecting portion (not shown) that connects the motor shaft and the input shaft, the outer diameter is functionally slightly larger than the outer diameter of the connecting portion. That's enough. However, in this embodiment, considering that the motor casing body 32 is supported from the gear casing body 42 in a cantilever state, the outer diameter d3 of the joint casing 44 is particularly shown in FIG. Is sized substantially equal to the outer diameter d4 of the motor casing body 32 and the size L3 of the gear casing body 42 in the Z direction. Accordingly, it is possible to avoid the waves that have struck the motor 12 and the speed reducer G1 from flowing into the joint casing portion having a small diameter and concentrating the wave impact load on the joint casing portion.

  The side casing 46 closes around the output shaft 22 of the gear casing main body 42. The side casing 46 has a shape obtained by cutting out the outer four portions 46 </ b> A to 46 </ b> D of a flat circular ring, and is connected to the gear casing main body 42 by bolts 47. This is because the mooring winch is intended to be connected as close to the speed reducer G1 as possible. If, for example, the attachment position of the speed reducer G1 and a driven member such as a mooring winch are separated from each other and there is a risk that a wave impact load is applied to the side casing 46, the side casing will be described later. 46 may be configured to form an inclination.

  The mounting flange 48 is for mounting the entire reduction gear G1 on a mounted wall (mounting surface) 45 erected vertically on the deck 10, and is connected to the gear casing main body 42 and bolts 49. The mounting flange 48 is configured by connecting a small-diameter gear casing side ring portion 48A and a large-diameter attached wall side ring portion 48B by a plurality of connecting members 48C. As a result, waves can flow into the gap between the connecting members 48 </ b> C and come out from the lower side, so that it is possible to prevent the impact load of the waves striking the mounting flange 48 from being applied to the vicinity of the bolt 49 as it is.

  Next, the operation of the reduction gear G1 with the motor 12 will be described.

  The rotation of the motor shaft of the motor 12 is transmitted to the input shaft of the reduction gear G1, and after being decelerated by the reduction mechanism 20, is extracted as the rotation of the output shaft 22. As a result, the rotating shaft of the mooring winch inserted into the hollow portion 22A of the output shaft 22 can be rotated with a desired torque.

  Here, the reduction gear G1 according to this embodiment and the motor 12 connected to the reduction gear G1 are supported by the mounted wall 45 only in the portion of the mounting flange 48 (in a cantilever state). For this reason, an extremely strong load (particularly a tensile load) is originally applied to the upper surface 50 of the gear casing body 42.

  For example, when a large wave generated by a gust wind, a large typhoon, or a tsunami caused by an earthquake rides on the reduction gear G1 or the motor 12 on the deck 10, conventionally, the upper surface of the gear casing body is flat. It was supposed to receive the wave load (especially bending load or tensile load) riding on the upper surface of the reduction gear. Furthermore, since a tensile load resulting from a force that pushes down the motor when a wave falls on the motor may be applied to the upper surface of the speed reducer, in the conventional speed reducer, the upper surface of the gear casing body is particularly high. Sometimes had to be extremely harsh.

  However, according to the present embodiment, the wave riding on the upper surface 50 of the gear casing body 42 can be smoothly escaped (dodged) outside the upper surface 50 along the inclined surfaces 50A and 50B formed on the upper surface 50. . For this reason, the impact load of the wave applied to the upper surface 50 can be significantly reduced, and high strength can be maintained. The “strength” here is not only that the casing 28 is not destroyed, but “deformation or undulation that affects the durability of the bearings 24, 26, the oil seals 29, 31, etc. in the casing 28. Or the concept that vibrations are less likely to occur.

  In this embodiment, in particular, the downward inclination is formed by two opposing sets (a total of four faces) of inclined surfaces 50A (50A1 and 50A2) and 50B (50B1 and 50B2), and the upper surface 50 has a flat surface 50P. The area is extremely small (the areas of the inclined surfaces 50A and 50B are greatly larger than the area of the flat surface 50P). For this reason, waves can escape (dodge) out of the upper surface 50 very smoothly, and deformation and undulation of the upper surface 50 can be greatly suppressed in terms of shape.

  Further, since the outer diameter of the motor 12 is cylindrical, it is not easily affected by waves, and therefore, the load applied to the upper surface 50 of the gear casing main body 42 becomes more severe due to the wave load applied to the motor 12. Can also be suppressed.

  Further, the terminal box 14 is conventionally formed in a substantially rectangular parallelepiped shape and has a shape that easily receives a wave impact load. However, in the present embodiment (in a state in which the reduction gear G1 is disposed on the deck 10). A downward slope is formed from the side 36A on the motor casing main body 32 side (one end side) to the side 36B on the opposite motor casing main body side (the other end side) when the upper surface 36 of the terminal box 14 is viewed in plan view, and When the upper surface 36 of the terminal box 14 is viewed in plan, downwardly inclined surfaces 36E and 36F are formed which become lower from the inner side (center side) toward the outer side (end side) in the Y direction of the terminal box 14. ing. For this reason, a similar “relieving wave” action is effectively obtained particularly on the upper surface 36 of the terminal box 14. This action is not only a direct effect that the terminal box 14 is difficult to be destroyed, but also downward in the Z direction on the terminal box 14 at a position far from the mounting flange that is a “support point” (long arm). From the viewpoint of reducing the load, there is a great significance in that the adverse effect on the tensile load and the torsional load of the upper surface 50 of the gear casing body 42 is reduced. Further, since the side surface 38 and the lower surface 40 of the terminal box 14 are also inclined, the influence of waves can be reduced here.

  Furthermore, in this embodiment, not only the upper surface 50 of the gear casing main body 42 but also the lower surface 56 is symmetric with respect to the symmetry plane P1 (from the inside toward the outside when the bottom surface 56 is viewed from the bottom). The inclined surfaces 56A (56A1 and 56A2) and 56B (56B1 and 56B2) are formed. For this reason, since the strength increase of the lower surface 56 itself of the gear casing main body 42 is ensured by the formation of the upward slope, as a result, it is extremely useful as reinforcement of the upper surface 50.

  In addition, the gear casing main body 42 of the present embodiment is so-called “unsuitably attached due to its vertical symmetry, coupled with consideration that the attachment ports 34 and 35 of the terminal box 14 can be selected in the X direction. Is very flexible. This effect is a great advantage particularly when the two reduction gears G1 are mounted symmetrically with respect to the mooring winch or the like when a single mooring winch or the like is driven by twin drive.

  Further, in this embodiment, considering that the motor casing main body 32 is supported in a cantilevered state from the gear casing main body 42, the outer diameter d3 of the joint casing 44 is dared to increase in strength. The outer diameter d4 of 32 and the outer shape L3 of the gear casing main body 42 are substantially the same. Accordingly, it is possible to avoid the waves that have struck the motor 12 and the speed reducer G1 from flowing into the joint casing portion having a small diameter and concentrating the wave impact load on the joint casing portion.

  Further, in this embodiment, the mounting flange 48 is configured such that a small diameter gear casing side ring portion 48A and a large diameter attached wall side ring portion 48B are connected by a plurality of connecting members 48C. As a result, waves can flow into the gap between the connecting members 48C and come out from the lower side, so that it is possible to prevent the shock load of the waves striking the mounting flange 48 from being applied to the gear casing body 42 as it is.

  In the above embodiment, the gear casing main body 42 having a thick central portion in both the X direction and the Y direction is employed. However, this is formed by an equally thin gear casing main body 42S as shown in FIGS. You may make it do. Even in this case, as long as the “wave escaping effect” is obtained, the gear casing main body 42S having higher strength than the conventional one can be obtained even if the wall thickness is the same as the conventional one. 7 and 8 is the same as the previous embodiment except for the thickness, and therefore, for convenience, the same reference numerals are given to the same or functionally identical parts, and the duplicate description is omitted. To do.

  FIG. 9 shows a perspective view of a reduction gear G3 with a motor 12 for a ship according to an example of another embodiment of the present invention. FIG. 10 is also a side view.

  In the previous embodiment, the upper surface 50 of the gear casing main body 42 has a shape in which the inner side (center side) is higher than the outer side (end side) in both the X direction and the Y direction. With respect to the X direction, on the upper surface 70 of the gear casing main body 68 of the reduction gear G3 when the reduction gear G3 is installed on the deck 10, the mounting flange 48 side (one end side) when the upper surface 70 is viewed in plan view. A downwardly inclined surface 70C is formed from the side 70A toward the side 70B on the opposite mounting flange side (the other end side). In addition, in the Y direction, inclined surfaces 70D and 70E having a downward slope whose inner side is higher than the outer side are formed. The lower surface 73 is symmetrical with the upper surface 70 in the vertical direction as in the previous embodiment.

  This configuration is, for example, when the wave is assumed to be pushed from the direction of arrow A in FIG. 9 due to the attachment position on the deck 10 of the reduction gear G3 with the motor 12. Can be more effectively released (done) in the X and Y directions.

  In this embodiment, the terminal box 74 is also viewed from the motor 12 side (one end side) side 76A in the X direction when the top surface 76 of the terminal box 74 is viewed in a plane, as in the previous embodiment. A downwardly inclined surface 76C is formed toward the non-motor side (other end) 76B, but in the Y direction (when the upper surface 76 of the terminal box 74 is also viewed in plan) from the inside to the outside Toward, inclined surfaces 76E and 76F that are larger and wider than the previous embodiment are formed.

  As a result, not only can the wave rushed to the upper surface 76 of the terminal box 74 beyond the motor casing main body 32 flow efficiently from the motor 12 side (one end side) to the non-motor side, but also efficiently in the Y direction. They can be distributed to both sides of the terminal box 74.

  11 and 12 show modified examples of FIGS. 9 and 10.

  In this modification, it is attached to the upper surface 80 of the gear casing body 78 of the reduction gear G4 when the reduction gear G4 is installed on the deck 10 from the side 80A on the side opposite to the attachment flange when the upper surface 80 is viewed in plan. An inclined surface 80C having a downward inclination is formed toward the side 80B on the flange 48 side (the inclination in the X direction is opposite to the inclination in FIGS. 9 and 10). In the Y direction, inclined surfaces 80D and 80E having a downward slope whose inner side is higher than the outer side are formed. The lower surface 83 is symmetrical with the upper surface 80 in the vertical direction as in the previous embodiment.

  This configuration is more effective when it is assumed that the wave is pushed from the direction of arrow B in FIG. 11 due to the mounting position on the deck 10 of the reduction gear G4 with the motor 12. Can be escaped.

  Since other configurations are the same as those in the previous embodiment, the same reference numerals are given to the same or functionally similar parts in the drawing, and the duplicate description is omitted.

  13 to 15 show examples of still other embodiments of the present invention.

  This embodiment employs a “wave load reduction” configuration for the side casing 86a with respect to the reduction gear G1 (and terminal box 14) according to the embodiment of FIGS. That is, in this embodiment, the side casing 86a located on the side surface of the speed reduction device G5 is opposed to the speed reduction device G5 from the inner side (center side) to the outer side (end side) when the side surface is viewed from the side. An inclined surface 88 is formed toward the side surface on the side (in this example, the mounting flange 48 side). The inclined surface 88 has an outer shape (surface shape) obtained by cutting a part of a single spherical surface.

  Thus, when the outer shape of the inclined surface 88 is formed by a part of a spherical surface (or the surface of an ellipsoid), discontinuity between the inclined surface and the inclined surface (or the inclined surface and the flat surface) does not occur. Excellent in that it can guide waves more smoothly.

  In this configuration, on the deck 10, for example, the position on the deck 10 of the reduction gear G5 or the position relative to the driven body such as a mooring winch may cause a wave to be pushed against the side casing 86a. This is effective when the reduction gear G5 is installed.

  FIGS. 15A and 15B show examples of variations in the cross-sectional shape of the side casing 86a in FIGS.

  The example of FIG. 15A is the side casing 86a itself, and is almost entirely formed of a thick member having almost no hollow portion. This configuration is effective when a particularly strong wave is assumed on the side casing 86a (from the side of the reduction gear G5) on the deck 10, and is very strong in strength.

  On the other hand, in the example of FIG. 15B, the above-described flat side casing 46 is used as it is, and a thin additional side cover body 86b (in which an inclined surface 88 is formed) is attached to the side casing 46 with a bolt. 91 is used to fasten together.

  The additional side cover body 86b is integrally provided with a lean reinforcement (reinforcing body) 92 formed vertically and horizontally on the back surface (side casing side). The lean reinforcement 92 is in contact with the side casing 46, and the additional side cover body 86b can receive a reaction force from the side casing 46 side against the wave load via the lean reinforcement 92. Therefore, the additional side cover body 86b itself does not need to be so thick.

  The additional side cover body 86b may be formed to be thick (including the lean reinforcement), and the entire additional side cover body 86b may contact the side casing 46 as it is. On the contrary, it is good also as a thin additional side cover body provided only with the inclined surface 88 without lean reinforcement.

  Such a structure for connecting and fixing an additional cover body, which is a separate member such as the additional side cover body 86b, is effective not only for the side casing but also for the formation of the slopes of the upper surface and the lower surface of the gear casing body. is there. From another viewpoint, the “tilt” according to the present invention does not necessarily have to be formed by the casing itself, but is formed by fixing a separate additional cover body to the base casing. May be.

  By adopting a configuration to fix the additional cover body, for example, a (conventional) reduction gear that does not take the “measures according to the present invention” for wave loads is prepared as it is, and a system like “option” Thus, by attaching the additional cover body to the flat surface of the speed reducer serving as the base, the “speed reducer having various inclined surfaces according to the present invention” can be obtained.

  This method does not prepare a plurality of types of large and costly casings themselves, but a plurality of additional cover bodies (for example, an additional cover body for the upper surface, taking into account wave countermeasures) for a single (same) casing. This means that it is possible to “obtain the inclined surface of each surface of the speed reducer freely” simply by preparing the additional cover body for the lower surface, the additional cover body for the side surface, and the like. As a result, for example, as shown in FIGS. 9 and 11, it is possible to cope with a tilt that is not right by simply attaching the “same” additional cover body to the “same” base casing. Depending on the cost and the installation position on the deck, it is possible to configure a “series of marine reduction gears” that closely responds to user requests. The configuration using the additional cover body is naturally applicable to the terminal box.

  The slope of each surface of the speed reducer by the additional cover body can be integrated in advance at the factory and carried on the deck, or the speed reduction gear already installed on the deck can be installed on the actual deck. It can be retrofitted according to the situation). This is also very flexible.

G1 ... Deceleration device 10 ... Deck 12 ... Motor 14 ... Terminal box 36 ... Upper surface of terminal box 20 ... Deceleration mechanism 42 ... Gear casing main body 44 ... Joint casing 46 ... Side casing 48 ... Mounting flange 50 ... Upper surface 50A, 50B ... Inclined surface 56 ... bottom surface

Claims (8)

A reduction gear installed on the deck of a ship,
When at least the upper surface of the speed reducer when the speed reducer is installed on the deck, a downward slope is formed from the inside to the outside when the upper surface is viewed in plan ,
The maximum height from the deck of the gear constituting the speed reduction mechanism of the speed reducer is lower than the height from the deck outside the casing at the bottom end of at least one of the descending slopes . Reducer. A reduction gear installed on the deck of a ship,
When at least the upper surface of the speed reducer when the speed reducer is installed on the deck, a downward slope is formed from the inside to the outside when the upper surface is viewed in plan,
The maximum height from the deck of the gear constituting the speed reduction mechanism of the reduction gear is lower than the height from the deck inside the casing of at least one lowermost end portion of the descending slope. Reducer. In claim 1 or 2 ,
At least two sets of opposing inclined surfaces are formed as the inclined surfaces having the downward inclination. A marine speed reducing device. In any one of claims 1 to 3,
An ascending slope is formed on the lower surface of the speed reducer from the inside to the outside when the bottom surface is viewed from the bottom. In any one of Claims 1-4 ,
A marine speed reducing device, wherein a slope is formed on a side surface of the speed reducing device from an inner side to an outer side when the side surface is viewed from the side toward the side surface opposite to the speed reducing device. In any one of Claims 1-5 ,
A marine speed reducing device characterized in that, in the surface on which the inclination is formed, the area of the inclined surface on which the inclination is formed is larger than the flat surface on which the inclination is not formed. A reduction gear installed on the deck of a ship, wherein the reduction gear with a motor for a ship is used in conjunction with a motor.
A ship having a downward slope from the inner side to the outer side when the upper surface is viewed in plan on at least the upper surface of the motor terminal box when the speed reducer is installed on the deck. Motorized speed reducer. A reduction gear installed on the deck of a ship, wherein the reduction gear with a motor for a ship is used in conjunction with a motor.
A descending slope is formed on at least the upper surface of the motor terminal box when the speed reducer is installed on the deck, from one side to the other side when the upper surface is viewed in plan. A motor-equipped speed reducer for a marine vessel.

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