JPH0220479B2 - - Google Patents

Abstract

PURPOSE:To make it possible to lubricate a reduction gear during propeller racing without changing over it by driving a lubricating oil pump equipped with the reduction gear on the propeller shaft side and connecting said to an engine accessory lubricating oil pump via an automatic changeover valve. CONSTITUTION:A lubricating oil pump 15 mounted on a reduction gear is driven on the propeller side located behind a clutch, and is connected to an engine accessory lubricating oil pump 81 via an automatic changeover valve 94. When an engine is turned, the engine accessory lubricating oil pump 81 is operated by means of the changeover valve 94 to lubicate each part of the reduction gear. When the engine is stopped, taken in tow, and a propeller is racing, the lubricating oil pump 15 is operated to permit the changeover valve 94 to be changed over, so that it is possible to lubricate each part of the reduction gear. Hereby, it is possible to prevent the seizure of the reduction gear without any particular changeover operation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a ship in which an engine and a propeller shaft are interlocked and connected via a speed reduction/reversing gear with a clutch.

Generally, when the engine is stopped and the clutch is disengaged, the propeller shaft may rotate freely.
For example, when a ship is towed by a tugboat, navigates by inertia, sails, or has two engines and two propeller shafts, one engine and two propeller shafts are used. This is a case of navigation using only the propeller shaft. However, in such a case, since the lubricating oil pump installed in the engine is stopped, there is a risk that the portion of the speed reduction/reversing machine that rotates freely together with the propeller shaft may be seize up.

The present invention solves the above problems by providing a lubricating oil idler pump that rotates together with the idler part, and also provides an automatic switching valve that uses the oil of the mechanical lubricating oil pump as switching operation oil. By connecting this to the idling pump, it is possible to automatically and reliably lubricate the speed reduction/reversing gear without any special switching operations when the propeller shaft is idling when the lubricating oil pump is stopped. It is something. The present invention will be explained below with reference to the drawings.

FIG. 1 is a schematic plan view of a ship to which the present invention is applied, and in this FIG.
The flywheels 4, 5 of both engines 2, 3 are connected to a reduction/reversing gear 8 with a clutch via elastic joints 6, 7.
9 are interlocked and connected, and the output shafts 10 and 11 of the reduction and reversing gears 8 and 9 are connected to propeller shafts 12 and 1, respectively.
3 are linked together. The right engine 3 is an engine that rotates to the right when viewed from the rear of the hull, and the left engine 2 is an engine that rotates to the left when viewed from the rear of the hull. Further, the right propeller shaft 13 rotates clockwise and the left propeller shaft 12 rotates counterclockwise, so that the hull 1 moves forward. Lubricating oil idle pumps 14 and 15 according to the present invention are respectively attached to the clutch-equipped speed reduction/reversing gears 8 and 9 as described above.

First, the overall structure of the reduction/reversing gears 8, 9 will be explained. The left and right reducing/reversing gears 8, 9 have the same structure except that the left and right sides are reversed. The structure will be explained with reference to FIGS. 2 to 4. FIG. 2 is a vertical rear view (-cross-sectional view in FIG. 3), and in this FIG. 2, the reversing machine case consists of a lower case (oil pan) 16, an upper case 17, a case lid 18, etc. Installation feet 20 are provided at the upper left and right ends of the lower case 16.
are integrally formed. The input shaft 21 (right half in FIG. 2) is provided in front coaxially with the output shaft 11, and is integrally provided with an input gear 23. A pair of forward shafts 24 are rotatably supported by the upper case 17 on the upper side of the left and right sides of the input shaft 21 , a reverse shaft 26 is rotatably supported above the input shaft 21 , and a pair of forward shafts 24 are rotatably supported on the upper side of the input shaft 21 . A forward gear 27 is integrally fixed to each, and a reverse gear 29 is integrally fixed to the reverse shaft 26. Both forward gears 27 (third
) meshes with the input gear 23 and reverse gear 29
(FIG. 2) is in mesh with both forward gears 27.
Note that the reverse gear 29 does not mesh with the input gear 23. A forward pinion 31 is connected to the rear portion of both forward shafts 24 (FIG. 3) via a plain bush 30.
is rotatably fitted to the forward shaft 24, and the reverse shaft 2
6 (Fig. 4) There is a plain bush 3 on the rear part.
A reverse pinion 33 is rotatably fitted to the reverse shaft 26 via the reverse pinion 26. Both forward pinions 31 and reverse pinion 33 mesh with a large output gear 35, and the large output gear 35 is fixed to the output shaft 11. The forward pinion 31 is continuously connected to the forward gear 27 via a forward clutch 37, and the reverse pinion 33 is intermittently connected to the reverse gear 29 via a reverse clutch 39.

When moving forward, both forward clutches 37 are turned on and the reverse clutch 39 is turned off. Power from the engine 3 (Fig. 1) is transmitted from the input shaft 21 to the input gear 23 (Fig. 3), both forward gears 27, both forward clutches 37, both forward pinions 31, and the large output gear 3.
5 and the output shaft 11, and the propeller shaft 13
(Fig. 1) rotates clockwise.

When going backwards, turn off both forward clutches 37.
and turn on reverse clutch 39. Power from the engine 3 (Fig. 1) is transmitted from the input shaft 21 to the input gear 23 (Fig. 3), forward gear 27, and reverse gear 2.
9 (FIG. 4), is transmitted to the reverse clutch 39, reverse pinion 33, large output gear 35, and output shaft 11, causing the propeller shaft 13 to rotate to the left. Note that the forward pinion 31 is rotating to the left (idling).

Stop right engine 3 and tighten clutches 37 and 39.
For example, when cruising with only the left engine 2 and left propeller shaft 12 in the OFF state, the right propeller shaft 13 rotates freely, and at the same time, the right reduction/reversing gear 9
Inside, the output shaft 11, large output gear 35, both forward pinions 31, and reverse pinion 33 rotate freely.

The lubricating oil free pump 15 (FIG. 2) is fixed to the rear surface of the drive case 40, and the drive case 40 is fixed to the inspection window 41 of the upper case 17. Since the inspection window 41 is formed above the output axis O, the idling pump 15 is arranged above the output axis O (above the installation foot 20). The free-rotating pump 15 is movably connected to a pump drive gear 44 via an intermediate gear 42, etc., and the pump drive gear 44 is fixed to an upper free-rotating portion, for example, a boss portion 31a (FIG. 3) of one forward pinion 31. and rotates integrally with the forward pinion 31.

In FIG. 5, which is an enlarged partial sectional view of FIG. 3 (an enlarged partial cross-sectional view of FIG. It includes a driving pump gear 47 and a driven pump gear 48 that mesh with each other. The shaft portion 47a of the drive side pump gear 47 extends into the pump stand 46, and the pump drive shaft 50
The pump drive shaft 50 is spline-fitted to rotate integrally with the pump drive shaft 50. Pump drive shaft 50
is rotatably supported by the drive case 40 and the pump stand 46 via bearings 51 and 52. A pump input gear 55 is rotatably supported on the pump drive shaft 50 via a bearing 54.
is meshed with the intermediate gear 42. input gear 55
The inner circumferential surface of the pump drive shaft 50 and the outer circumferential surface of the pump drive shaft 50 are connected via a one-way clutch 56, so that rotational driving force is transmitted to the pump drive shaft 50 only when the input gear 55 rotates to the left when viewed from the rear. It's summery. When the input gear 55 rotates to the left, it means when the right propeller shaft 13 (FIG. 1) is drivingly rotating or rotating clockwise, and when the ship is moving forward. That is, the idling pump 15 is driven to move forward when the right propeller shaft 13 is rotating clockwise by the engine 3, and during forward movement when the right propeller shaft 13 is rotating idly when the engine 3 is stopped. It's summery. 5
Reference numeral 9 denotes an intermediate gear support shaft fixed to the drive case 40, on which the intermediate gear 42 is supported via a bearing 58. 60 is a front cover, which is a drive case 4;
It is fixed to the front side of 0.

To explain in detail the mounting structure of the pump stand 46, there is a plug fitting hole 65 on the rear side of the drive case 40 which is larger than the outer diameter of the pump input gear 55.
is formed, and the pump stand 46 is fitted into the fitting hole 65 with pins and bolts, and is fixed to the drive case 40 by a plurality of (for example, six) bolts 57. As shown in FIG. 7, the bolts 57 are arranged at equal intervals in the circumferential direction on the circumference centered on the axis O ₁ of the drive-side pump gear 47, and the pump stand 46 is It is arranged so that it can be attached to the drive case ₄₀ even if it is rotated 180 degrees around the axis O1 from the original state. That is, the pump stand 46 is formed in a rotationally symmetrical shape of 180 degrees about the axis _O1 .

Next, the lubrication system inside the drive case 40 and the like will be explained. In FIG. 5, a lubricating oil passage 61 is formed in the pump drive shaft 50.
The front end of the front cover 60 has an oil hole 62 and a joint pipe bolt 6.
3 and the oil cooler 66 via the pipe 64 etc.
(Fig. 6). The rear end of the lubricating oil passage 61 communicates with an oil hole 67 in the drive side pump gear shaft portion 47a, and the oil hole 67 communicates with the bearing 70 portion of the pump gear 47 via a rear recess 69. Further, an oil hole 7 penetrating in the front-rear direction is provided in the driven pump gear 48.
1 is formed, the rear end portion of the oil hole 71 communicates with the rear bearing 73 portion via the rear recess 72, and the oil hole 71
The front end has a front recess 74, an oil hole 75, and a pump stand 46.
The inside of the drive case 40 communicates with the inside of the drive case 40 through the inside and the bearing 52, and the inside of the drive case 40 communicates with the inside of the lower case 16 through the inside of the upper case 17. The front bearing 76 of the driven pump gear 48 communicates with the front recess 74 . Both rear recesses 69 and 72 communicate with each other via an oil passage 80, and one rear recess 69 communicates with, for example, the inside of the lower case 16 via an oil passage 80a. Pump drive shaft 50 corresponding to one-way clutch 56
A plurality of oil holes 78 are formed radially in the portion, and the oil holes 78 communicate the lubricating oil passage 61 with the one-way clutch portion 56. Further, an annular gap D is formed between the inner circumferential surface of the front end portion of the lubricating oil passage 61 and the outer circumferential surface of the front lid cylinder portion 60a.
The lubricating oil passage 61 also communicates with the bearing 51 portion via the gap D and the inner portion of the front lid 60.

That is, the lubricating oil coming from the oil cooler 66 through the pipe 64, the joint pipe bolt 63, and the oil hole 62 enters the lubricating oil passage 61, and then enters the radial oil hole 78 due to the rotational force of the pump drive shaft 50, and is transferred to the one-way clutch. Lubricate 56. One drive side pump gear 4
A portion of the lubricating oil leaking from the bearing 70 portion of No. 7 into the rear recess 69 enters the lubricating oil passage 61 via the oil hole 67 and enters the radial oil hole 78 due to the rotational force of the pump drive shaft 50. Further, a portion of the lubricating oil leaking from the rear bearing 73 portion of the driven pump gear 48 into the rear recess 72 passes through the oil hole 71 and enters the front recess 74, where it is combined with the lubricating oil leaking from the front bearing 76 portion. The oil enters the pump stand 46 through the oil hole 75, lubricates the bearing 52 portion, and then flows from the drive case 40 into the lower case 16.

Next, the lubrication system for the entire reversing speed reducer 9 will be explained. In FIG. 6, reference numeral 81 is a so-called mechanical lubricating oil pump provided in the engine 3, and is driven by the camshaft or the like of the engine 3 only when the engine is rotating. A discharge portion of the lubricating oil pump 81 is connected to a regulator valve 83 with a check valve through a pipe 82, and further connected to an oil cooler 66 through a pipe 84, a filter 85, and a pipe 86. The discharge portion of the oil cooler 66 is connected to lubricating oil passages 88 and 89 in both the forward shafts 24 and the reverse shaft 26 via pipes 87 and the like. A lubricating oil passage 88 in the forward shaft 24 communicates with the bush 30 and the forward clutch 37, as shown in FIG.
A lubricating oil passage 89 in the lubricant 6 communicates with the bush 32 and the reverse clutch 39, as shown in FIG. The inlet of the lubricating oil pump 81 (FIG. 6) communicates with the inside of the lower case (oil pan) 16 via a pipe 90 and a strainer 91.
The discharge part of the lubricating oil idler pump 15 is connected to an automatic switching valve 94 via a pipe 93, and the automatic switching valve 94 connects a path to the pipe 84 section via the first pipe 95 and a second pipe 96. It is switchably connected to the path from the inside of the drive case 40 to the inside of the lower case 16 via the drive case 40 . An inlet portion of the lubricating oil idle pump 15 is connected to the inside of the lower case 16 via a pipe 97 and a strainer 98. Automatic switching valve 94
The operating oil is supplied to the pipe 100 from the pipe 82 between the on-board lubricating oil pump 81 and the regulator valve 83.
Supplied via. When the on-board lubricating oil pump 81 is stopped, the automatic switching valve 94 sends the lubricating oil from the lubricating oil idle pump 15 to the pipe 84 and filter 85 via the first pipe 95, and the on-board lubricating oil pump 81 is stopped. When the oil pump 81 is in operation, the oil from the lubricating oil idler pump 15 is sent to the second pipe 96, for example, as shown in FIG. 7.

In FIG. 7, the case 10 of the automatic switching valve 94
1 is fixed to the upper side of the drive case 40 and has a valve hole 102, and the spool 1 is installed in the valve hole 102.
03 is fitted to be slidable in the axial direction. Valve hole 10
2 is formed with first and second annular chambers 105 and 106, and an inlet annular chamber 107 is formed between both annular chambers 105 and 106. Entrance annular chamber 107
communicates with the discharge part of the lubricating oil idler pump 15 via the inlet hole 108 and the pipe 93, and the first annular chamber 1
05 communicates with the first pipe 95 through the first outlet hole 109, and the second annular chamber 106 communicates with the first pipe 95 through the first outlet hole 109.
10 and the second pipe 96, it communicates with the lower end portion inside the drive case 40. Both left and right ends of the valve hole 102 are sealed with lids 111 and 112, respectively. The spools 103 are first, second,
3rd and 4th land portions 113, 114, 115, 1
16, the first land portion 113 at the left end and the left lid 1
11, the right edge of the spool 103 and the right lid 11
2 and is locked in the state shown in FIG. 7.
An operating oil chamber 120 formed between the fourth land portion 116 and the right lid 112 is connected to the lubricating oil pump 81 (sixth
(Figure).

The state shown in Fig. 7 is the lubricating oil pump 81 (6th
(Fig.) is stopped, the inlet annular chamber 107 and the first annular chamber 105 communicate with each other, and the inlet annular chamber 107 and the second annular chamber 106 are shielded by the second land portion 114. ing.

The lubricating oil pump 81 with the machine operates, and the operating oil chamber 1
When the oil pressure inside 20 increases, the spool 103 moves to the left against the valve spring 117, resulting in the state shown in FIG. That is, in the state shown in FIG.
and the second annular chamber 106 communicate with each other, and the inlet annular chamber 1
07 and the first annular chamber 105 is the third land portion 11
5.

The operation of the lubricating oil idle pump 15 will be explained. When both engines 2 and 3 (Fig. 1) are operated and the left and right propeller shafts 12 and 13 are rotated to move forward, the on-board lubricating oil pump 81 (sixth
) and the lubricating oil idle pump 15 rotate together, and the automatic switching valve 94 is in a state as shown in FIG. Therefore, the lubricating oil from the mechanical lubricating oil pump 81 is sent to the lubricating oil passages 88 and 89 in both the forward shafts 24 (FIG. 6) and the reverse shaft 26 via the oil cooler 66, etc. Lubricate the parts 32 (Fig. 2), etc. A portion of the lubricating oil from the oil cooler 66 is also sent to the one-way clutch 56 in FIG. 5 and the like. On the other hand, the lubricating oil from the lubricating oil idler pump 15 is transferred to the automatic switching valve 94 (Fig. 6) and the second
is sent into the drive case 40 via the pipe 96,
After lubricating the tooth surfaces of the pump input gear 55, intermediate gear 42 (Fig. 5), etc., the lower case (oil pan)
Returned to 16.

Right engine 3 to save energy
(Fig. 1) and turn off each clutch 37, 39 (Fig. 2) in the right reduction/reversing gear 9.
When sailing forward only by the rotation of the left engine 2 and left propeller shaft 12, the lubricating oil pump 8
1 (Fig. 6) is stopped. However, due to the clockwise free rotation of the right propeller shaft 13, the lubricating oil idle pump 15 rotates the forward pinion 31 (FIG. 3), the cylindrical portion 31a,
Pump drive gear 44, intermediate gear 42, pump input gear 55 (Fig. 5), and one-way clutch 56
etc. to drive rotation. Moreover, automatic switching valve 94
is in the state shown in Figure 7. Therefore, the lubricating oil from the lubricating oil idle pump 15 is sent to the lubricating oil passages 88 and 89 in the forward shaft 24 and the reverse shaft 26 via the oil cooler 66, etc.
(Figure 2) Lubricate the parts, etc. Of course, a portion of the oil from the oil cooler 66 is also sent to the one-way clutch 56 shown in FIG. 5.

Both engines 2 and 3 are operated, and both propeller shafts 1
When traveling backwards by rotations 2 and 13, the on-board lubricating oil pump 81 is driven to rotate. However, the lubricating oil idler pump 15 does not rotate due to the action of the one-way clutch 56 (FIG. 5). That is, since the right propeller shaft 13 is rotating to the left, the pump input gear 5
5 rotates clockwise, and no power is transmitted to the pump drive shaft 50. Of course, in this case, the inside of the speed reduction/reversing machine 9 is lubricated by the lubricating oil from the machine-equipped lubricating oil pump 81.

Stop right engine 3 and release clutches 37 and 39.
Turn off the left engine 2 and left propeller shaft 12.
When traveling backwards by only rotating, the on-board lubricating oil pump 81 and lubricating oil idle pump 15 do not rotate. However, in reality, only one engine 2
It is rare for a ship to sail astern by itself. Even if there is a case where the vehicle travels backwards using only one engine 2, no problem arises because the backward travel itself is generally only used for a very short time.

As explained above, in a ship in which the engine 3 and the propeller shaft 13 are interlocked and connected via the clutch-equipped speed reduction/reversing gear 9, the engine 3 and the propeller shaft 13 are located on the propeller shaft 13 side relative to the clutch (for example, the forward clutch 37), and when the engine 3 and the propeller shaft 13 are idle, A lubricating oil idler pump 15 is interlocked and connected to a portion (for example, a forward pinion 31) that freely rotates with the propeller shaft 13 of the lubricating oil idler pump 15, and a discharge part of the lubricant oil idler pump 15 is connected to an automatic switching valve 94. It is possible to freely switch between a route leading to the oil supply points (buttons 30, 32, etc.) inside the oil pan and a route leading to the oil pan (lower case 16). is introduced to the automatic switching valve 94 as switching operation oil, and the lubricating oil idle pump 15 communicates with each lubricating point in the reduction/reversing machine 9 only when the attached lubricating oil pump is stopped. , has the following advantages:

(1) If the propeller shaft 13 rotates idly with the engine 3 stopped and the clutches 37 and 39 disengaged, for example, if a ship equipped with two engines 2 and 3 and two propeller shafts 12 and 13 When cruising (forward cruising) with only the rotation of the engine 2 and propeller shaft 12, the lubricating oil idle pump 15 can be rotated using the idle rotation of the propeller shaft 13 to lubricate the inside of the reduction gear/reverser 9. can.
Therefore, there is no fear that the inside of the speed reduction/reversing gear 9 will seize up during the above-mentioned navigation. Of course, there is no fear that the inside of the speed reduction/reversing gear 9 will be seize up even when the ship is towed by a tugboat or the like or sailed by sail.

(2) Since the automatic switching valve 94 automatically connects the lubricating oil idle pump 15 to each lubricating point in the reduction/reversing gear 9 when the attached lubricating oil pump is stopped, there is no need for special manual switching. There is no need to perform any operations. For example, when changing from sailing using both propeller shafts 12 and 13 to sailing using only one propeller shaft 12, the changing operation does not require much effort.

(3) Since a part of the oil in the on-board lubricating oil pump 81 is used as oil for switching the automatic switching valve 94, there is no need to provide a special operating mechanism for the automatic switching valve, and the number of parts is reduced. In addition, when the on-board lubricating oil pump is stopped, the lubricating oil idle pump 15 can be reliably communicated with the lubricating location. That is, the automatic switching valve 94 is accurately and reliably switched in accordance with the operation and stop of the engine 3 and the on-board lubricating oil pump 81.

(4) When the machine-equipped lubricating oil pump 81 is operating, the oil from the lubricating oil idler pump 15 is returned to the oil pan (lower case 16), so that both pumps 15 and 81 are decelerated at the same time. Lubricating oil is not force-fed to the lubricating location within the reversing machine 9. Therefore, the oil passage pipes from the lubricating oil pump 81 to the oil supply points (butches 30, 32, etc.), such as the pipes 84, 86 in FIG.
87 or the like having a particularly large diameter is not necessary, and manufacturing costs can be saved. That is, the present invention utilizes a standard type engine and speed reduction/reversing machine equipped with only the lubricating oil pump 81 with almost no changes to their lubricating oil piping structure (pipe diameter, etc.). Since the lubricating oil idling pump 15 can be provided,
Manufacturing costs can be significantly reduced.

To explain again the important features and advantages of the present invention: (A) The automatic switching valve 94 is not only provided, but also the machine lubricating oil rotated by the engine is used as the operating oil for switching the automatic switching valve 94. This is because the oil from the pump 81 is used.

In other words, the lubricating oil idle pump 15 is necessary when the on-board lubricating oil pump 81 is not rotating, and is not particularly necessary when the on-board lubricating oil pump 81 is rotating. Since a part of the hydraulic oil of the mechanical lubricating oil pump 81 is used as operating oil for the automatic switching valve 94 that switches the lubricating oil idle pump 15, the mechanical lubricating oil pump 81 is stopped. At times, the automatic switching valve 81 is reliably switched, and lubricating oil can be sent from the idle pump 15 to the lubricating location. That is, the automatic switching valve 94 can reliably respond to ON and OFF of the lubricating oil pump 81.

(B) Automatic oil switching valve 81 for lubricating oil pump 18 with machine
Since the lubricating oil pump 15 is used as operating oil, even if, for example, the mechanical lubricating oil pump itself breaks down and stops, lubricating oil can be sent from the lubricating oil idle pump 15 to each lubricating point, which is convenient.

Note that the output shaft 11, the large output gear 35, or the reverse pinion 33 can be used as the free rotating portion to which the pump drive gear 44 is connected.

Further, the present invention can be applied to ships equipped with one engine and one propeller shaft, and ships equipped with three or more engines and three or more propeller shafts.

[Brief explanation of drawings]

Fig. 1 is a schematic plan view of a ship to which the present invention is applied, Fig. 2 is a longitudinal cross-sectional rear view of a speed reduction/reversing gear, Figs. 3 and 4 are - and - sectional views of Fig. 2, respectively, and Fig. 5 is a Fig. 6 is an enlarged partial sectional view of the figure, Fig. 6 is a lubrication system pipe piping diagram, Fig. 7 is a partially longitudinal cross-sectional view taken in the direction of the arrows in Fig. 5, and Fig. 8 is a portion of Fig. 7 showing another operating state. It is a diagram. 2, 3...Engine, 8, 9...
Deceleration/reversing gear, 12, 13... Propeller shaft, 14,
15... Lubricating oil free pump, 16... Lower case (oil pan), 81... Lubricating oil pump with machine, 94
...Automatic switching valve.

Claims (1)

[Claims] 1 The engine and propeller shaft are interlocked and connected via a reduction gear and reversing gear with a clutch, and equipped with an onboard lubricating oil pump that is driven by engine rotation. In a ship connected to the oil path, a lubricating oil idle pump other than the above-mentioned mechanical lubricating oil pump is interlocked and connected to a part of the ship that is closer to the propeller shaft than the clutch and can freely rotate with the propeller shaft during idle rotation. , the discharge part of the lubricating oil idler pump is connected to an automatic switching valve so that it can be freely switched between the above-mentioned route leading to the lubrication point in the reduction/reversing machine and the route leading to the inside of the oil pan, and the switching spool of the automatic switching valve is connected to the automatic switching valve. The automatic switching valve is energized by an appropriate biasing means to maintain communication with each lubricating point in the reduction/reversing machine, and a portion of the oil from the attached lubricating oil pump is used as switching operation oil to the automatic switching valve. A lubricating oil for a ship, characterized in that when the lubricating oil pump with the rotor is rotated, the switching spool is moved by the pressure of oil for switching operation so that the lubricating oil idle pump communicates with a path in the oil pan. Idle pump.