JP6430895B2 - Marine gear device - Google Patents

Description

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

  In recent years, engines such as pleasure boats have been rotating at high speeds. When this type of ship sails at a low speed such as trolling, low speed is required, but if a high speed engine is driven at low speed, hunting or engine stall may occur. For this reason, the hydraulic clutch provided between the engine and the propeller shaft is slip-engaged (half-clutch engagement), so that the propeller is rotated at a low speed while maintaining the engine at a constant rotation, thereby enabling low-speed navigation. (For example, patent document 1).

Japanese Utility Model Publication No. 6-78637

  However, if the trolling operation is continued for a long time, the heat generated by the sliding of the clutch plates of the hydraulic clutch increases, and the wear of the clutch plate is promoted, so that the life of the hydraulic clutch cannot be extended. there were. In addition, there is a problem that the operability in slow speed navigation is deteriorated due to insufficient torque due to the half-clutch engagement.

  This invention makes it the technical subject to provide the marine gear apparatus which eliminated said problem.

  The invention according to claim 1 is a forward / reverse switching mechanism having a forward clutch and a reverse clutch that decelerates the output rotation of a main engine mounted on a ship and transmits it to a propeller shaft, a hydrostatic transmission having a hydraulic pump and a hydraulic motor, In the marine gear device including the forward clutch and the HST clutch disposed between the hydraulic motor, the output rotation of the hydraulic motor is transmitted to the propeller shaft via the HST clutch when the ship is traveling at a low speed. It is comprised so that it may output, and it is provided with the deceleration means which decelerates rotation of the said hydraulic motor of the said hydrostatic transmission.

  According to a second aspect of the present invention, in the marine gear device according to the first aspect of the present invention, the marine gear device includes speed increasing means for speeding up the rotation of the hydraulic pump of the hydrostatic transmission.

  A third aspect of the invention is the marine gear device according to the first or second aspect, wherein the forward clutch and the HST clutch are positioned on the same axis.

  The invention according to claim 4 is the marine gear device according to claim 3, wherein the forward clutch and the HST clutch are collectively configured as a reverser clutch device.

  According to the first aspect of the present invention, a forward / reverse switching mechanism having a forward clutch and a reverse clutch that decelerates an output rotation of a main engine mounted on a ship and transmits it to a propeller shaft, and a hydrostatic transmission having a hydraulic pump and a hydraulic motor. And an HST clutch disposed between the forward clutch and the hydraulic motor, when the ship is traveling at a low speed, the output rotation of the hydraulic motor is transmitted via the HST clutch to the propeller shaft. And a reduction means that decelerates the rotation of the hydraulic motor of the hydrostatic transmission, the output rotation of the hydraulic motor can be decelerated by the reduction means during low-speed navigation, and the hydrostatic pressure is reduced. Type transmission can be used efficiently. Therefore, the hydrostatic transmission can be miniaturized and the manufacturing cost can be reduced.

  In particular, according to the invention of claim 2, since the speed increasing means for increasing the rotation of the hydraulic pump of the hydrostatic transmission is provided, the input speed to the hydraulic pump is increased by the speed increasing means during slow speed navigation. The hydrostatic transmission can be used more efficiently.

  According to the invention of claim 3, since the forward clutch and the HST clutch are located on the same axis, the forward clutch and the HST clutch can be integrated and arranged compactly. As a result, the marine gear device can be made compact, and high costs can be avoided.

  According to the invention of claim 4, since the forward clutch and the HST clutch are collectively configured as a reverser clutch device, the device can be unitized to facilitate maintenance and assembly.

It is a schematic side view of a pleasure port provided with a marine gear device according to the first embodiment. 1 is a perspective view of a marine gear device according to a first embodiment. It is a skeleton figure which shows the structure of the marine gear apparatus which concerns on 1st Embodiment. It is a skeleton figure which shows the structure of the marine gear apparatus which concerns on 2nd Embodiment. It is a skeleton figure which shows the structure of the marine gear apparatus which concerns on 3rd Embodiment. It is a skeleton figure which shows the structure of the marine gear apparatus which concerns on 4th Embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below based on the drawings (FIGS. 1 to 6).

1. 1st Embodiment 1st Embodiment is described in order of the basic composition of a marine gear apparatus, the characteristic structure, and the ship maneuvering method.

(1) Basic Configuration FIG. 1 is a schematic side view of a pleasure port provided with a marine gear device according to the first embodiment. As shown in FIG. 1, a pleasure boat 1 that is a ship includes a hull 2, a cabin 3 disposed on the center of the upper surface of the hull, a rudder 4 provided on the bottom tail side of the hull 2, and a bottom tail side of the hull 2. And a propeller 5 disposed in front of the rudder 4. The cabin 3 is a control section. Inside the cabin 3 are a steering handle (not shown) that changes the traveling direction of the hull 2 to the left and right by steering, a forward / reverse lever (not shown) that switches the traveling direction of the hull 2 between forward and reverse, and a hull 2. There is provided a trolling lever (not shown) as a slow speed navigation means for slow speed navigation. A propulsion shaft 6 (propeller shaft) for rotating the propeller 5 is pivotally supported on the rear tail side of the hull 2. A propeller 5 is attached to the protruding end side of the propulsion shaft 6. The slow speed navigation means is not limited to the lever type but may be a dial type.

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

  FIG. 3 is a skeleton diagram showing the configuration of the marine gear device according to the first embodiment. As shown in FIG. 3, the marine gear device 11 includes an input shaft 12 connected to a flywheel (not shown) of the engine 10, an output shaft 13 connected to the propulsion shaft 6, and an input shaft 12 to an output shaft 13. A forward clutch 14 that transmits / cuts off the forward power in the forward direction and a reverse clutch 15 that transmits / cuts the power of the backward power from the input shaft 12 toward the output shaft 13 are provided. The forward clutch 14 and the reverse clutch 15 constitute a forward / reverse switching mechanism 16. The input shaft 12 and the output shaft 13 are provided in a housing 17 constituting the marine gear device 11 so as to protrude in opposite directions. The input shaft 11 is rotatably supported on the front upper portion of the housing 17. The output shaft 13 is rotatably supported at the lower back of the housing 17 (only the output shaft 13 side is shown in FIG. 2). A hydraulic pump 71 and a hydraulic motor 72 constituting a hydrostatic transmission (“HST”) 70 described later are mounted on the housing 17 above the output shaft 13.

  By operating the forward / reverse lever, the supply destination of the hydraulic oil can be switched to any one of the forward clutch 14, the reverse clutch 15 and the neutral.

  The forward clutch 14 and the reverse clutch 15 are hydraulic friction clutches in which friction plates and steel plates are alternately arranged.

  The forward clutch 14 includes an outer case 14a having a steel plate, an inner hub 14d having a friction plate pressed against the steel plate, and a hydraulic piston 14f that generates a pressing force (clutch pressure) by operating hydraulic pressure. A clutch shaft 14b is fixed to the case 14a, a small gear 14e is fixed to the clutch shaft 14b, and a clutch gear 14c is fixed to the inner hub 14d, so that the clutch gear 14c and the small gear 14e are fixed. Power transmission / interruption is performed between them.

  The reverse clutch 15 includes an outer case 15a having a steel plate, an inner hub 15d having a friction plate pressed against the steel plate, and a hydraulic piston 15f that generates a pressing force (clutch pressure) by operating hydraulic pressure. A clutch gear 15c is fixed to the case 15a, a clutch shaft 15b is fixed to the clutch gear 15c, and a small gear 15e is fixed to the inner hub 15d, whereby the clutch gear 15c and the small gear 15e are fixed. Power transmission / interruption is performed between them.

  The forward clutch 14 and the reverse clutch 15 are installed in parallel, and the clutch gear 14c of the forward clutch 14 and the clutch gear 15c of the reverse clutch 15 are always meshed.

  The input shaft 12 is connected to the clutch shaft 15b of the reverse clutch 15, and the input shaft 12 and the clutch shaft 15b of the reverse clutch 15 are located on the same axis line. The output shaft 13 is fixed to the large gear 7, and the large gear 7 is always meshed with the small gear 14 e of the forward clutch 14 and the small gear 15 e of the reverse clutch 15.

  When the forward clutch 14 is connected and the reverse clutch 15 is disconnected, the large gear 7 is rotated in the forward direction, and the rotational power of the input shaft 12 is transmitted to the output shaft 13 as an output in the forward direction. 14 is disconnected and the reverse clutch 15 is connected to reverse the large gear 7 so that the rotational power of the input shaft 12 is transmitted to the output shaft 13 as an output in the reverse direction, and the forward clutch 14 and the reverse clutch 15 By shutting off both of them, a neutral state in which power is not transmitted to the output shaft 13 is achieved.

(2) Characteristic Configuration As shown in FIG. 3, the marine gear device 11 further includes a hydrostatic transmission (“HST”) 70 and an HST clutch 80.

  As is well known, the HST 70 is a hydraulic pump 71 in which an axial plunger type input side hydraulic pump 71 and an axial plunger type output side hydraulic motor 72 are similarly fluidly connected by a hydraulic closed circuit 73. By changing the flow of the hydraulic oil discharged from 71, the hydraulic pump 71 (or / and the hydraulic motor 72) is switched to forward (forward rotation of the hydraulic motor 72), reverse (reverse rotation of the hydraulic motor 72) and neutral state. The gear ratio is changed by changing the swash plate angle of), and the motor rotation speed, that is, the propeller 5 rotation speed can be adjusted and set. The hydraulic closed circuit 73 is connected to a charging branch oil passage through a check valve (not shown), and hydraulic oil is replenished from the branch passage into the hydraulic closed circuit 73.

  The HST clutch 80 is disposed between the forward clutch 14 and the hydraulic motor 72 of the HST 70.

  The HST clutch 80 is a hydraulic friction clutch in which friction plates and steel plates are alternately arranged. The HST clutch 80 includes an outer case 80a having a steel plate, an inner hub 80d having a friction plate pressed against the steel plate, and hydraulic pressure. And a hydraulic piston 80f that generates a pressing force (clutch pressure). The clutch shaft 14b of the forward clutch 14 extends to the HST clutch 80, and an outer case 80a of the HST clutch 80 is fixed to the clutch shaft 14b of the forward clutch 14. Therefore, the forward clutch 14 and the HST clutch 80 are located on the same axis (on the clutch shaft 14b). A clutch gear 80c is fixed to the inner hub 80d.

  Further, a small gear 72b is fixed to the motor shaft 72a of the hydraulic motor 72 of the HST 70, and this small gear 72b is always meshed with the clutch gear 80c of the HST clutch 80 to constitute a reduction gear mechanism 81 as a reduction means. ing.

  Further, the marine gear device 11 includes a speed increasing gear mechanism 63 as speed increasing means for increasing the output rotation of the engine 10 and transmitting it to the pump shaft 71a of the hydraulic pump 71 of the HST 70. In the speed increasing gear mechanism 63, the large gear 64 and the small gear 65 are always meshed, and the large gear 64 is fixed to the downstream side of the reverse clutch 15 in the clutch shaft 15b of the reverse clutch 15, and the small gear 65 is the HST 70. It is fixed to the pump shaft 71 a of the hydraulic pump 71.

(3) Ship maneuvering method (3-1) During normal navigation With the forward clutch 14 connected and the reverse clutch 15 disconnected as described above (the HST clutch 80 is disconnected), the large gear 7 is rotated forward and input. By transmitting the rotational power of the shaft 12 to the output shaft 13 as an output in the forward direction, the forward navigation state is established.

  In reverse travel, in a state where the forward clutch 14 is disconnected and the reverse clutch 15 is connected (the HST clutch 80 is disconnected), the large gear 7 is reversely rotated to output the rotational power of the input shaft 12 to the output shaft 13 as an output in the reverse direction. It will be in the reverse sailing state to transmit.

(3-2) Slow sailing (Trolling operation)
In a state where both the forward clutch 14 and the reverse clutch 15 are disconnected and the HST clutch 80 is connected, the rotational power transmitted from the input shaft 12 to the clutch shaft 15b of the reverse clutch 15 is increased by the speed increasing gear mechanism 63. Is transmitted to the hydraulic pump 71 of the HST 70. Then, the transmission gear ratio is changed by changing the swash plate angle of the hydraulic pump 71 (or / and the hydraulic motor 72), and the rotational power of the hydraulic motor 72 (the rotational speed of the motor shaft 72a) is adjusted. The rotational power of the hydraulic motor 72 of the HST 70 is decelerated by the reduction gear mechanism 81 and transmitted to the small gear 14e, and the large gear 7 is rotated forward to transmit the rotational power of the input shaft 12 to the output shaft 13 as an output in the forward direction. As a result, the vehicle becomes in a state of low speed navigation. Further, the speed change and forward / reverse rotation of the motor shaft 72a of the hydraulic motor 72 of the HST 70 can be executed. Further, the speed increasing gear mechanism 63 increases the rotation speed of the hydraulic pump 71 of the HST 70 to solve the torque shortage during the slow speed navigation.

  Note that the forward clutch 14 and the reverse clutch 15 are connected in a disconnected state between the clutch gear 15c of the reverse clutch 15 and the large gear 64 of the speed increasing gear mechanism 63 of the clutch shaft 15b of the reverse clutch 15. If the clutch 60 is provided, it is not necessary to drive the hydraulic pump 71 of the HST 70 when not required, and power transmission loss can be reduced.

2. Second Embodiment FIG. 4 is a skeleton diagram showing a configuration of a marine gear device according to a second embodiment. As shown in FIG. 4, the second embodiment is characterized in that a speed increasing electric motor 66 is used instead of the speed increasing gear mechanism 63 of the first embodiment, and the hydraulic pump 71 of the HST 70 has a feature. The pump shaft 71a is connected to the electric motor 66, and the rotational speed of the hydraulic motor 72 of the HST is increased to eliminate the torque shortage during the low speed navigation. Since the configuration other than this is the same as the configuration of the first embodiment, the same reference numerals as those of the first embodiment are assigned to FIG.

3. Third Embodiment FIG. 5 is a skeleton diagram showing a configuration of a marine gear device according to a third embodiment. As shown in FIG. 5, the third embodiment is characterized in that an electric motor 82 capable of shifting and forward / reverse rotation is used instead of the HST 70 of the first embodiment, and the motor shaft of the electric motor 82 is used. A small gear 72b is fixed to 82a. The electric motor clutch 80A of the third embodiment has the same configuration as the HST clutch 80 of the first embodiment. Since the other configuration is the same as the configuration of the first embodiment, the same reference numerals as those of the first embodiment are assigned to FIG.

  When traveling at a slow speed, the rotational power of the electric motor 82 is decelerated by the electric motor clutch 80A and transmitted to the small gear 14e, and the large gear 7 is rotated forward so that the rotational power of the input shaft 12 is output to the output shaft 13 as an output in the forward direction. By transmitting, it enters a slow-speed navigation state. In addition, the speed change and forward / reverse rotation of the electric motor 82 can be executed during low-speed navigation.

4). Fourth Embodiment FIG. 6 is a skeleton diagram showing the configuration of a marine gear device according to a fourth embodiment. As shown in FIG. 6, this embodiment is characterized in that the forward clutch 14 and the HST clutch 80 of the first embodiment are collectively configured as a reverser clutch device 90. Since the configuration other than this is the same as the configuration of the first embodiment, the same reference numerals as those of the configuration of the first embodiment are assigned to FIG.

  The reverser clutch device 90 includes a forward clutch portion 91 and an HST clutch portion 92, an outer case 90a having forward and HST case portions 91a and 92a, and a clutch shaft fixed to the outer case 90a. 14b, and a small gear 14e is fixed to the clutch shaft 14b.

  The forward clutch portion 91 includes a forward case portion 91a, a forward inner hub 91d, and a forward hydraulic piston 91f, and a clutch gear 14c is fixed to the forward inner hub 91d. The HST clutch portion 92 includes an HST case portion 92a, an HST inner hub 92d, and an HST hydraulic piston 92f, and a clutch gear 80c is fixed to the HST inner hub 92d.

  During normal forward navigation, the forward gear portion 91 of the reverser clutch device 90 is connected and the reverse clutch 15 is disconnected (the HST clutch portion 92 of the reverser clutch device 90 is disconnected) and the large gear 7 is rotated forward. The rotational power of the input shaft 12 is transmitted to the output shaft 13 as an output in the forward direction.

  During slow speed navigation, both the forward clutch portion 91 and the reverse clutch 15 of the reverser clutch device 90 are disconnected and the HST clutch portion 92 of the reverser clutch device 90 is connected, and the rotational power of the hydraulic motor 72 of the HST 70 is reduced gear mechanism. The speed is reduced at 81 and transmitted to the small gear 14e, and the large gear 7 is rotated forward to transmit the rotational power of the input shaft 12 to the output shaft 13 as an output in the forward (forward) direction.

  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 Pleasure boat (ship)
2 Hull 3 Cabin 4 Rudder 5 Propeller 6 Propeller shaft 7 Large gear 10 Engine (main engine)
11 Marine gear device 12 Input shaft 13 Output shaft 14 Forward clutch 14b Clutch shaft 15 Reverse clutch 15b Clutch shaft 63 Speed increasing gear mechanism 70 Hydrostatic transmission (HST)
71 Hydraulic pump 71a Pump shaft 72 Hydraulic motor 72a Motor shaft 80 HST clutch 81 Reduction gear mechanism

Claims (4)

A forward / reverse switching mechanism having a forward clutch and a reverse clutch that decelerates an output rotation of a main engine mounted on a ship and transmits it to a propeller shaft, a hydrostatic transmission having a hydraulic pump and a hydraulic motor, the forward clutch, and the hydraulic pressure In a marine gear device comprising an HST clutch disposed between motors,
The ship is configured to output the output rotation of the hydraulic motor to the propeller shaft via the HST clutch when the ship is traveling at a low speed, and includes a decelerating unit that decelerates the rotation of the hydraulic motor of the hydrostatic transmission. ing,
Marine gear device. Comprising a speed increasing means for speeding up the rotation of the hydraulic pump of the hydrostatic transmission;
The marine gear device according to claim 1. The forward clutch and the HST clutch are positioned on the same axis.
The marine gear device according to claim 1 or 2. The forward clutch and the HST clutch are collectively configured as a reverser clutch device.
The marine gear device according to claim 3.

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