JPH03140660A - Lubricating oil supply system for marine multistage reduction reverser - Google Patents
Lubricating oil supply system for marine multistage reduction reverserInfo
- Publication number
- JPH03140660A JPH03140660A JP27781189A JP27781189A JPH03140660A JP H03140660 A JPH03140660 A JP H03140660A JP 27781189 A JP27781189 A JP 27781189A JP 27781189 A JP27781189 A JP 27781189A JP H03140660 A JPH03140660 A JP H03140660A
- Authority
- JP
- Japan
- Prior art keywords
- oil
- lubricating oil
- clutch
- temperature
- low
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000010687 lubricating oil Substances 0.000 title claims abstract description 86
- 239000003921 oil Substances 0.000 claims abstract description 91
- 230000001105 regulatory effect Effects 0.000 claims abstract description 34
- 230000007935 neutral effect Effects 0.000 claims abstract description 14
- 230000003247 decreasing effect Effects 0.000 claims abstract 2
- 239000000314 lubricant Substances 0.000 claims description 4
- 239000012530 fluid Substances 0.000 abstract 1
- 239000010720 hydraulic oil Substances 0.000 description 17
- 230000005540 biological transmission Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 241000282326 Felis catus Species 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229910001285 shape-memory alloy Inorganic materials 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/04—Features relating to lubrication or cooling or heating
- F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Details Of Gearings (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、舶用多段減速逆転機の各クラッチに、潤滑油
調圧弁を通して潤滑油を供給する潤滑油供給システムに
関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a lubricating oil supply system that supplies lubricating oil to each clutch of a marine multi-stage reduction/reversing gear through a lubricating oil pressure regulating valve.
（従来技術及びその問題点）
潤滑油調圧弁は一般に、潤滑油路に併設され、潤滑油路
を流れる潤滑油の一部をドレインさせるとともにそのド
レイン量を調節することによって潤滑油路を流れる潤滑
油量を調節するようになっており、ドレイン量の調節は
、ばねで付勢されたピストンによりドレイン通路の絞り
を変えることによって行なわれるようになっている。従
来の潤滑油調圧弁では、ばねの強さが温度変化に関係な
く一定であるので、潤滑油温に関係なくドレイン量は一
定であり潤滑油路を流れる油量は一定であった。このた
め潤滑油の温度変化に基づく粘度の変化によって、低温
時には油圧は高くなり、高温時には油圧は低くなってい
た。一方、１個の後進クラッチと複数個の前進クラッチ
とを有する舶用多段減速逆転機では、前後進を切換える
前後進切換弁と、前進を多段に切換え８変速切換弁とを
備えている。そして前後進切換弁が中立状態にある時の
低温時には上述のように油圧が高いためにつれ廻りが生
じるという問題があった。第３図は低温時における潤滑
油圧とクラッチ部回転数とつれ廻りトルクとの関係を示
す図である。第３図より、油圧が高いとつれ廻りトルク
が大きくなることがわかる。このつれ廻りを防ぐために
潤滑油量を少なくすると、高温時の油圧が低くなり、特
に低速時にはクラッチ摩擦板、すべり軸受等が焼付を起
こす恐れがあり、また焼付を防ぐために潤滑油量を増す
と、つれ廻りが生じてしまう。(Prior art and its problems) A lubricating oil pressure regulating valve is generally installed alongside a lubricating oil passage, and drains a portion of the lubricating oil flowing through the lubricating oil passage, and adjusts the drain amount to reduce the amount of lubricant flowing through the lubricating oil passage. The amount of oil is adjusted, and the amount of drain is adjusted by changing the restriction of the drain passage using a piston biased by a spring. In conventional lubricating oil pressure regulating valves, the strength of the spring is constant regardless of temperature changes, so the drain amount is constant regardless of the lubricating oil temperature, and the amount of oil flowing through the lubricating oil path is constant. Therefore, due to changes in the viscosity of the lubricating oil due to temperature changes, the oil pressure increases when the temperature is low and decreases when the temperature is high. On the other hand, a marine multi-stage reduction/reversal machine having one reverse clutch and a plurality of forward clutches is equipped with a forward/reverse switching valve that switches between forward and backward movement, and an 8-speed switching valve that switches forward movement into multiple stages. When the forward/reverse switching valve is in the neutral state and the temperature is low, the oil pressure is high as described above, causing a problem of rotation. FIG. 3 is a diagram showing the relationship between lubricating oil pressure, clutch rotation speed, and drag torque at low temperatures. From FIG. 3, it can be seen that as the oil pressure increases, the rotating torque increases. If the amount of lubricating oil is reduced to prevent this tangle, the oil pressure at high temperatures will be low, which may cause seizure of the clutch friction plate, sliding bearing, etc., especially at low speeds, and if the amount of lubricating oil is increased to prevent seizure. , tangles will occur.
また一般に前進クラッチと後進クラッチのつれ廻りトル
クのバランスを取ることは困難であり、特に前進２速、
後進１速の減速逆転機の場合には、中立時に前進クラッ
チと後進クラッチのつれ廻りトルクのバランスが取れず
、油の粘性に起因して前進クラッチによる前進方向のつ
れ廻りトルクが勝り、プロペラの前進方向への微速回転
が避けられないという問題があった。In addition, it is generally difficult to balance the drag torque of the forward clutch and reverse clutch, especially in the second forward gear.
In the case of a deceleration/reversing gear with one reverse gear, when in neutral, the drag torque of the forward clutch and the reverse clutch cannot be balanced, and due to the viscosity of the oil, the drag torque in the forward direction from the forward clutch dominates, causing the propeller to There was a problem in that slow rotation in the forward direction was unavoidable.
（発明の目的）
本発明は、中立・低温時のつれ廻りを防止できるととも
に、特に高速・低温時の各クラッチの焼付を確実に防止
できる舶用多段減速逆転機の潤滑油供給システムを提供
することを目的とする。(Objective of the Invention) The present invention provides a lubricating oil supply system for a marine multi-stage reduction/reversing gear that can prevent rotation at neutral and low temperatures and also reliably prevent seizure of each clutch at high speeds and low temperatures. With the goal.
（発明の構成）
本発明は、１個の後進クラッチと複数個の前進クラッチ
とを有する舶用多段減速逆転機の各クラッチに、潤滑油
の油圧を調節する潤滑油調圧弁を通して潤滑油を供給す
る潤滑油供給システムにおいて、潤滑油調圧弁を通った
潤滑油を前後進の各クラッチに均等に供給させるととも
に、更に中立時及び後進時には後進クラッチに潤滑油を
供給させ、前進時には使用している前進クラッチに潤滑
油を供給させるようにし、潤滑油調圧弁を、潤滑油温度
に応じて付勢圧が変化する感温部材からなるばねを用い
、潤滑油温が低い時には通過させる油量を減らし高い時
には増すように構成したことを特徴とする舶用多段減速
逆転機の潤滑油供給システムである。(Structure of the Invention) The present invention supplies lubricating oil to each clutch of a marine multi-stage reduction/reversing machine having one reverse clutch and a plurality of forward clutches through a lubricating oil pressure regulating valve that adjusts the oil pressure of the lubricating oil. In the lubricating oil supply system, the lubricating oil passed through the lubricating oil pressure regulating valve is supplied equally to each of the forward and backward clutches, and the lubricating oil is also supplied to the reverse clutch when in neutral and reverse, and when the forward clutch is in use when moving forward. By supplying lubricating oil to the clutch, the lubricating oil pressure regulating valve uses a spring made of a temperature-sensitive member whose biasing pressure changes depending on the lubricating oil temperature, and when the lubricating oil temperature is low, the amount of oil passing through is reduced and the temperature increases. This is a lubricating oil supply system for a marine multi-stage reduction/reversing gear, characterized in that the lubricating oil supply system is configured such that the lubricating oil supply system increases from time to time.
（作用）
中立時には後進クラッチに多く潤滑油が供給されるため
、前進クラッチと後進クラッチのつれ廻りトルクのバラ
ンスが取られる。しかも潤滑油調圧弁により低温時の油
圧は低くなる。従って中立・低温時のつれ廻りは防止さ
れる。また潤滑油調圧弁により高温時の油圧は高くなり
、しかも使用される各クラッチには他のクラッチよりも
多く潤滑油が供給される。従って特に高温・低速時の各
クラッチの焼付は確実に防止される。(Operation) When in neutral, more lubricating oil is supplied to the reverse clutch, so the drag torque of the forward clutch and reverse clutch is balanced. Moreover, the lubricating oil pressure regulating valve lowers the oil pressure at low temperatures. Therefore, tangles at neutral and low temperatures are prevented. Additionally, the oil pressure regulating valve increases the oil pressure at high temperatures, and moreover, each clutch used is supplied with more lubricant than the other clutches. Therefore, seizure of each clutch is reliably prevented, especially at high temperatures and low speeds.
（実施例） 以下、本発明の実施例を図に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図は本発明の舶用多段減速逆転機の作動油及び潤滑
油を供給するシステムを示すレイアウト図である。この
舶用多段減速逆転機は、１個の後進クラッチ１と２個の
速比の異なる前進クラッチ２、即ち前進１速クラツチ２
ａ及び前進２速クラツチ２ｂとを備えたものであり、ス
トレーナ５からポンプ６、元圧調圧弁７、作動油調圧弁
８、トローリング弁９を介して供給されてきた作動油を
、前後進切換弁３を介して後進クラッチ１側又は前進ク
ラッチ２側に供給することにより前進又は後進の切換え
を行ない、前進クラッチ２側に供給されてきた作動油を
変速切換弁４を介して前進クラッチ２のいずれかに供給
することにより前進の２段変速の切換えを行なうように
なっている。FIG. 1 is a layout diagram showing a system for supplying hydraulic oil and lubricating oil to a marine multi-stage reduction/reversing gear according to the present invention. This multi-stage reduction/reversal gear for marine vessels consists of one reverse clutch 1 and two forward clutches 2 with different speed ratios, that is, a forward first speed clutch 2.
a and a forward two-speed clutch 2b, the hydraulic oil supplied from the strainer 5 via the pump 6, the source pressure regulating valve 7, the hydraulic oil pressure regulating valve 8, and the trolling valve 9 is used to switch between forward and forward travel. Switching between forward and reverse is performed by supplying hydraulic oil to the reverse clutch 1 side or the forward clutch 2 side via the valve 3. By supplying either one of them, the forward two-speed transmission is switched.
前後進切換弁３は、後進クラッチ１側に作動油を供給す
る後進ポジション３ａと、前進クラッチ２側に作動油を
供給する前進ポジション３ｂと、後進クラッチ１側及び
前進クラッチ２側の作動油をドレインさせる中立ポジシ
ョン３ｃとの間で切換えられるようになっており、変速
切換弁４は、前進１速クラツチ２ａに作動油を供給する
前進１速ポジシヨン４ａと、前進２速クラツチ２ｂに作
動油を供給する前進２速ポジシヨン４ｂとが、両クラッ
チ２ａ、２ｂの作動油をドレインさせる過渡ポジション
４ｃを経由して切換えられるようになっている。１１．
１２ａ、１２ｂは、それぞれ後進クラッチ１、前進１速
クラツチ２ａ１前進２速クラツチ２ｂに供給される作動
油の油路であり、油路１１は前後進切換弁３に連結し、
油路１２ａ、１２ｂは変速切換弁４に連結しており、前
後進切換弁３と変速切換弁４との間には作動油の油路１
３が両者に連結して設けられている。The forward/reverse switching valve 3 has a reverse position 3a that supplies hydraulic oil to the reverse clutch 1 side, a forward position 3b that supplies hydraulic oil to the forward clutch 2 side, and a forward position 3b that supplies hydraulic oil to the reverse clutch 1 side and the forward clutch 2 side. The transmission switching valve 4 can be switched between a neutral position 3c in which hydraulic oil is drained, and a forward first position 4a that supplies hydraulic oil to the first forward gear clutch 2a, and a forward second position 4a that supplies hydraulic oil to the forward second clutch 2b. The forward second speed position 4b for supplying the clutches can be switched via a transitional position 4c for draining the hydraulic oil from both clutches 2a and 2b. 11.
12a and 12b are oil passages for hydraulic oil supplied to the reverse clutch 1, the first forward speed clutch 2a1, and the second forward speed clutch 2b, respectively, and the oil passage 11 is connected to the forward/reverse switching valve 3;
The oil passages 12a and 12b are connected to the gear changeover valve 4, and a hydraulic oil passage 1 is provided between the forward/reverse changeover valve 3 and the gearshift changeover valve 4.
3 is connected to both.
そして潤滑油供給システムは次のように構成されている
。３０は元圧調圧弁７に連結した潤滑油路２０に併設さ
れた潤滑油調圧弁であり、調圧弁３０は油路２０を流れ
る潤滑油の一部をドレインさせるとともにそのドレイン
量を調節することによって油路２０を流れる油量を調節
し油圧を調節するようになっている。第２図は調圧弁３
０を示す断面図である。図において、３０ａは油路２０
から分岐した油路、３０ｂはドレイン通路、３０Ｃは油
路３０ａと通路３０ｂとの連通具合を制御するピストン
、３０ｄはピストン３０ｃを付勢するばねである。ピス
トン３０ｃには絞り孔３０ｅが形成されている。３０ｆ
は絞り孔３０ｅからばね３０ｄ側に流れてきた潤滑油を
ドレインする通路である。そしてこの調圧弁３０は、ば
ね３０ｄが感温部材例えば形状記憶合金で形成されてお
り、潤滑油の温度変化によって潤滑油の粘度が変化して
も、潤滑油の温度に応じてピストン３０ｃに対する付勢
圧が変化して、潤滑油の油圧を低温時には低圧に高温時
には高圧に調節するようになっている。具体的には例え
ば、ばね３０ｄを感温部材で形成していない従来例で、
低温・高速時が４゜０ ｋｇ−ｆ’ ／ｃｊ、低温・低
速時が２． ０ｋｇ−ｒ ／ｃａｔである場合において
、高温（約６０℃）・高速時では２− ５ｋｇ ・ｒ／
ｃｄ、高温・低速時では１．５政・ｆ／ｃｄ、低温（約
１０〜３０℃）・高速時では１− ５ｋｇ−ｒ／ｃｄ、
低温・低速時では０． ５ｋｇ・ｆ’／ｃ−に調節する
ようになっている。油路２０はオイルクーラ２５を経て
油路２３、油路２４に分岐している。油路２４は前後進
切換弁３に連結している。油路２３は更に、後進クラッ
チ１に通じる油路２１、前進１速クラツチ２ａに通じる
油路２２ａ１前進２速クラッチ２ｂに通じる油路２２ｂ
に分岐している。各油路２１．２２ａ、２２ｂには各油
路２１．２２ａ、２２ｂを流れる油量を等しくする絞り
２６．２７ａ、２７ｂが設けである。なお各油路２１．
２２ａ、２２ｂを流れる油量と油路２４を流れる油量は
等しくなるようになっている。また各油路２１．２２ａ
、２２ｂは各絞り２６．２７ａ、２７ｂよりクラッチ側
寄りで油路３１．３２ａ、３２ｂに分岐しており、油路
３１は前後進切換弁３に連結しており、油路３２ａ、３
２ｂは変速切換弁４に連結している。前後進切換弁３と
変速切換弁４との間には潤滑油の油路３３が両者に連結
して設けである。また前後進切換弁３の後進ポジション
３ａ及び中立ポジション３Ｃは油路２４と油路３１を連
結させるようになっており、前進ポジション３ｂは油路
２４と油路３３を連結させるようになっている。また変
速切換弁４の前進１速ポジシヨン４ａは油路３３と油路
３２ａを連結させるようになっており、前進２速ポジシ
ヨン４ｂは油路３３と油路３２ｂを連結させるようにな
っている。The lubricating oil supply system is configured as follows. Reference numeral 30 denotes a lubricating oil pressure regulating valve attached to the lubricating oil passage 20 connected to the source pressure regulating valve 7, and the pressure regulating valve 30 drains a part of the lubricating oil flowing through the oil passage 20 and adjusts the amount of the drain. The amount of oil flowing through the oil passage 20 is adjusted by adjusting the oil pressure. Figure 2 shows pressure regulating valve 3.
FIG. In the figure, 30a is the oil passage 20
30b is a drain passage, 30C is a piston that controls the communication between the oil passage 30a and the passage 30b, and 30d is a spring that biases the piston 30c. A throttle hole 30e is formed in the piston 30c. 30f
is a passage that drains the lubricating oil that has flowed from the throttle hole 30e to the spring 30d side. In this pressure regulating valve 30, the spring 30d is formed of a temperature-sensitive member, for example, a shape memory alloy, and even if the viscosity of the lubricating oil changes due to a change in the temperature of the lubricating oil, the spring 30d is attached to the piston 30c according to the temperature of the lubricating oil. The hydraulic pressure changes to adjust the lubricant oil pressure to low pressure when the temperature is low and high pressure when the temperature is high. Specifically, for example, in a conventional example in which the spring 30d is not formed of a temperature-sensitive member,
4°0 kg-f'/cj at low temperature and high speed, 2.0 kg-f'/cj at low temperature and low speed. When it is 0kg-r/cat, at high temperature (approximately 60℃) and high speed, it is 2-5kg/r/
cd, 1.5 kg-r/cd at high temperature and low speed, 1-5kg-r/cd at low temperature (approximately 10 to 30 degrees Celsius) and high speed,
0 at low temperatures and low speeds. It is designed to be adjusted to 5kg・f'/c-. The oil passage 20 branches into an oil passage 23 and an oil passage 24 via an oil cooler 25. The oil passage 24 is connected to the forward/reverse switching valve 3. The oil passage 23 further includes an oil passage 21 leading to the reverse clutch 1, an oil passage 22a leading to the first forward speed clutch 2a, and an oil path 22b leading to the second forward speed clutch 2b.
It is branched into. Each oil passage 21.22a, 22b is provided with a throttle 26.27a, 27b that equalizes the amount of oil flowing through each oil passage 21.22a, 22b. Note that each oil passage 21.
The amount of oil flowing through the oil passages 22a and 22b is equal to the amount of oil flowing through the oil passage 24. In addition, each oil passage 21.22a
, 22b branch into oil passages 31.32a, 32b closer to the clutch side than the respective throttles 26.27a, 27b, and the oil passage 31 is connected to the forward/reverse switching valve 3, and the oil passages 32a, 3
2b is connected to the speed change switching valve 4. An oil passage 33 for lubricating oil is provided between the forward/reverse switching valve 3 and the speed change switching valve 4 so as to be connected to both. Further, the reverse position 3a and the neutral position 3C of the forward/reverse switching valve 3 connect the oil passage 24 and the oil passage 31, and the forward position 3b connects the oil passage 24 and the oil passage 33. . Further, the first forward speed position 4a of the transmission changeover valve 4 connects the oil passage 33 and the oil passage 32a, and the second forward speed position 4b connects the oil passage 33 and the oil passage 32b.
次に動作について説明する。油路２０を流れる潤滑油の
油圧は、ばね３０ｄが感温部材で形成された潤滑油調圧
弁３０により、潤滑油の温度変化による粘度変化に拘ら
ず、低温時には低圧に高温時には高圧に調圧されている
。そして油路２３を通った後、各絞り２６．２７ａ、２
７ｂを経て各油路２１．２２ａ、２２ｂを流れる潤滑油
の油圧は全て等しくなっており、この潤滑油は常に供給
されている。Next, the operation will be explained. The oil pressure of the lubricating oil flowing through the oil passage 20 is regulated to low pressure at low temperatures and high pressure at high temperatures, regardless of viscosity changes due to temperature changes of the lubricating oil, by the lubricating oil pressure regulating valve 30 in which the spring 30d is formed of a temperature-sensitive member. has been done. After passing through the oil passage 23, each throttle 26.27a, 2
The oil pressure of the lubricating oil flowing through each oil passage 21, 22a, 22b via 7b is equal, and this lubricating oil is always supplied.
まず前後進切換弁３が前進ポジション３ｂにあり変速切
換弁４が前進１速ポジシヨン４ａにある時は、トローリ
ング弁９を経てきた作動油は、前進ポジション３ｂ、油
路１３、前進１速ポジシヨン４ ａ ｓ油路１２ａを経
て前進１速クラツチ２ａに供給され、前進１速クラツチ
２ａが作動する。First, when the forward/reverse switching valve 3 is in the forward position 3b and the transmission switching valve 4 is in the first forward speed position 4a, the hydraulic oil that has passed through the trolling valve 9 is transferred to the forward position 3b, the oil passage 13, and the first forward speed position 4. The oil is supplied to the first forward speed clutch 2a through the AS oil passage 12a, and the first forward speed clutch 2a is operated.
このとき潤滑油は、油路２４、前進ポジション３ｂ１油
路３３、前進１速ポジション４ａ、油路３２ａ、油路２
２ａを経て前進１速クラツチ２ａに供給される。これに
より前進１速４クラツチ２ａの潤滑油量は他のクラッチ
１．２ａより多くなる。At this time, the lubricating oil is oil passage 24, forward position 3b1 oil passage 33, forward 1st speed position 4a, oil passage 32a, oil passage 2.
It is supplied to the forward first speed clutch 2a via the clutch 2a. As a result, the amount of lubricating oil in the first forward speed four clutch 2a becomes larger than that of the other clutches 1.2a.
しかも潤滑油の油圧は調圧弁３０により低温時には低圧
に高温時には高圧に調圧されている。従って特に高温・
低速時の前進１速クラツチ２ａのクラッチ摩擦板、すべ
り軸受等の焼付は確実に防止される。Moreover, the oil pressure of the lubricating oil is regulated by a pressure regulating valve 30 to a low pressure when the temperature is low and to a high pressure when the temperature is high. Therefore, especially at high temperatures
Seizing of the clutch friction plate, sliding bearing, etc. of the first forward speed clutch 2a at low speeds is reliably prevented.
前後進切換弁３が前進ポジション３ｂにあり変速切換弁
４が前進２速ポジシヨン４ｂにある時も上記と同様であ
り、前進２速クラツチ２ｂは作動油の供給を受けて作動
し、また前進２速クラツチ２ｂの潤滑油量は、油路３２
ｂ５油路２２ｂを経て供給される潤滑油により他のクラ
ッチ１．２ａより多くなる。しかも潤滑油の油圧は調圧
弁３０により上記と同様に調圧されている。従って特に
高温・低速時の前進２速クラツチ２ｂのクラッチ摩擦板
、すべり軸受等の焼付は確実に防止される。The same applies when the forward/reverse switching valve 3 is in the forward position 3b and the transmission switching valve 4 is in the forward 2nd speed position 4b, and the 2nd forward speed clutch 2b is operated by being supplied with hydraulic oil, and The amount of lubricating oil for the speed clutch 2b is determined by the oil passage 32.
The amount of lubricating oil supplied through the b5 oil passage 22b is larger than that of the other clutches 1.2a. Furthermore, the oil pressure of the lubricating oil is regulated by the pressure regulating valve 30 in the same manner as described above. Therefore, seizure of the clutch friction plate, sliding bearing, etc. of the forward two-speed clutch 2b, especially at high temperatures and low speeds, is reliably prevented.
次に前後進切換弁３が後進ポジション３ａにある時は、
トローリング弁９を経てきた作動油は、後進ポジション
３ ａ ｓ油路１１を経て後進クラッチ１に供給され、
後進クラッチ１が作動する。このとき潤滑油は、油路２
４、後進ポジション３ ａ ｓ油路３１、油路２１を経
て後進クラッチ１に供給される。これにより後進クラッ
チ１の潤滑油量は他のクラッチ２ ａ ｓ ２ ｂより
多くなる。しかも潤滑油の油圧は調圧弁３０により上記
と同様に調圧されている。従って特に高温・低速時の後
進クラッチ１のクラッチ摩擦板、すべり軸受等の焼付は
確実に防止される。Next, when the forward/reverse switching valve 3 is in the reverse position 3a,
The hydraulic oil that has passed through the trolling valve 9 is supplied to the reverse clutch 1 through the reverse position 3 as oil passage 11.
Reverse clutch 1 is activated. At this time, the lubricating oil is
4. Reverse position 3 a s The oil is supplied to the reverse clutch 1 via the oil passage 31 and the oil passage 21. As a result, the amount of lubricating oil in the reverse clutch 1 becomes larger than that in the other clutches 2 a s 2 b. Furthermore, the oil pressure of the lubricating oil is regulated by the pressure regulating valve 30 in the same manner as described above. Therefore, seizure of the clutch friction plate, sliding bearing, etc. of the reverse clutch 1 is reliably prevented, especially at high temperatures and low speeds.
次に前後進切換弁３が中立ポジション３ｃにある時は、
潤滑油は油路２４、中立ポジション３ ｃ ｓ油路３１
、油路２１を経て後進クラッチ１に供給され、後進クラ
ッチ１の潤滑油量は、他のクラッチ２ ａ ％ ２ ｂ
の潤滑油量を合せた量と等しくなる。Next, when the forward/reverse switching valve 3 is in the neutral position 3c,
Lubricating oil is oil path 24, neutral position 3 cs oil path 31
, is supplied to the reverse clutch 1 through the oil path 21, and the amount of lubricating oil in the reverse clutch 1 is equal to that of the other clutches 2 a % 2 b
is equal to the total amount of lubricating oil.
即ち前進クラッチ２と後進クラッチ１の潤滑油量は等し
くなり、つれ廻りトルクのバランスが取られる。しかも
潤滑油の油圧は調圧弁３ｏにより上記と同様に調圧され
ている。従って中立・低速時のつれ廻りは確実に防止さ
れる。That is, the amount of lubricating oil in the forward clutch 2 and the reverse clutch 1 becomes equal, and the drag torque is balanced. Furthermore, the oil pressure of the lubricating oil is regulated by the pressure regulating valve 3o in the same manner as described above. Therefore, tangles at neutral and low speeds are reliably prevented.
（発明の効果）
以上のように本発明によれば、中立時に後進クラッチ１
に多く潤滑油を供給できるので、前進クラッチ２と後進
クラッチ１のつれ廻りトルクのバランスを取ることがで
きる。しかも潤滑油調圧弁３０に感温部材からなるばね
３０ｄを用いることにより低温時の油圧を低くしている
。従って中立・低温時のつれ廻りを防止することができ
る。また潤、滑油調圧弁３０により高温時の油圧を高く
し、しかも使用されている各クラッチ（例えば２ａ）に
他のクラッチ（例えば１．２ｂ）よりも多く潤滑油を供
給するようにしたので、特に高温・低速時の各クラッチ
１．２ａ、、２ｂの焼付を確実に防止することができる
。(Effects of the Invention) As described above, according to the present invention, the reverse clutch 1
Since a large amount of lubricating oil can be supplied to the forward clutch 2 and the reverse clutch 1, the drag torque of the forward clutch 2 and the reverse clutch 1 can be balanced. Furthermore, by using a spring 30d made of a temperature-sensitive member in the lubricating oil pressure regulating valve 30, the oil pressure at low temperatures is lowered. Therefore, it is possible to prevent twisting at neutral and low temperatures. In addition, the oil pressure at high temperatures is increased by the lubricating oil pressure regulating valve 30, and more lubricating oil is supplied to each clutch being used (for example, 2a) than to other clutches (for example, 1.2b). In particular, it is possible to reliably prevent the clutches 1.2a, 2b from seizing at high temperatures and low speeds.
第１図は本発明の舶用多段減速逆転機の作動油及び潤滑
油を供給するシステムを示すレイアウト図、第２図は第
１図の例で用いる潤滑油調圧弁を示す断面図、第３図は
低温時における潤滑油圧とクラッチ部回転数とつれ廻り
トルクとの関係を示す図である。１・・・後進クラッチ
、２・・・前進クラッチ、３・・・前後進切換弁、４・
・・変速切換弁、３ｏ・・・潤滑油調圧弁、３０ｄ・・
・ばねFig. 1 is a layout diagram showing a system for supplying hydraulic oil and lubricating oil for a marine multi-stage reduction/reversing gear according to the present invention, Fig. 2 is a sectional view showing a lubricating oil pressure regulating valve used in the example of Fig. 1, and Fig. 3 is a diagram showing the relationship between lubricating oil pressure, clutch rotation speed, and drag torque at low temperatures. 1... Reverse clutch, 2... Forward clutch, 3... Forward/forward switching valve, 4...
...Speed changeover valve, 3o...Lubricating oil pressure regulating valve, 30d...
・Spring
Claims (1)
る舶用多段減速逆転機の各クラッチに、潤滑油の油圧を
調節する潤滑油調圧弁を通して潤滑油を供給する潤滑油
供給システムにおいて、潤滑油調圧弁を通った潤滑油を
前後進の各クラッチに均等に供給させるとともに、更に
中立時及び後進時には後進クラッチに潤滑油を供給させ
、前進時には使用している前進クラッチに潤滑油を供給
させるようにし、潤滑油調圧弁を、潤滑油温度に応じて
付勢圧が変化する感温部材からなるばねを用い、潤滑油
温が低い時には通過させる油量を減らし高い時には増す
ように構成したことを特徴とする舶用多段減速逆転機の
潤滑油供給システム。In a lubricating oil supply system that supplies lubricating oil to each clutch of a marine multi-stage reduction/reversing gear that has one reverse clutch and a plurality of forward clutches through a lubricating oil pressure regulating valve that adjusts the oil pressure of the lubricating oil, The lubricating oil that has passed through the pressure valve is supplied equally to each of the forward and backward clutches, and the lubricating oil is also supplied to the reverse clutch when the vehicle is in neutral or reverse, and the lubricant is supplied to the forward clutch that is being used when the vehicle is moving forward. , the lubricating oil pressure regulating valve is configured to use a spring made of a temperature-sensitive member whose biasing pressure changes depending on the lubricating oil temperature, so that when the lubricating oil temperature is low, the amount of oil to be passed is decreased and when it is high, it is increased. A lubricating oil supply system for marine multi-stage reduction/reversing gears.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1277811A JP2796743B2 (en) | 1989-10-25 | 1989-10-25 | Lubricating oil supply system for marine multi-stage reduction reversing machine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1277811A JP2796743B2 (en) | 1989-10-25 | 1989-10-25 | Lubricating oil supply system for marine multi-stage reduction reversing machine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03140660A true JPH03140660A (en) | 1991-06-14 |
| JP2796743B2 JP2796743B2 (en) | 1998-09-10 |
Family
ID=17588596
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1277811A Expired - Lifetime JP2796743B2 (en) | 1989-10-25 | 1989-10-25 | Lubricating oil supply system for marine multi-stage reduction reversing machine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2796743B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH058115U (en) * | 1991-07-11 | 1993-02-05 | 株式会社豊田自動織機製作所 | Hydraulic control circuit in automatic transmission |
| JPH0586098U (en) * | 1992-04-24 | 1993-11-19 | ジャトコ株式会社 | Oil quantity measuring structure |
| JP2010175029A (en) * | 2009-01-30 | 2010-08-12 | Daihatsu Motor Co Ltd | Lubricating oil pressure control device for automatic transmission |
| JP2018203170A (en) * | 2017-06-08 | 2018-12-27 | 株式会社 神崎高級工機製作所 | Marine gear device |
| CN109578561A (en) * | 2018-12-14 | 2019-04-05 | 合肥倍豪海洋装备技术有限公司 | A kind of high-power contrarotating all-direction propeller oil jet lubrication cooling system |
| DE102018222008A1 (en) * | 2018-12-18 | 2020-06-18 | Zf Friedrichshafen Ag | Cooling device for a transmission of a motor vehicle |
| WO2022097516A1 (en) * | 2020-11-06 | 2022-05-12 | ジヤトコ株式会社 | Device and plate |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5893997A (en) * | 1981-11-30 | 1983-06-03 | Hitachi Ltd | Blower |
| JPS5893996A (en) * | 1981-11-30 | 1983-06-03 | Hitachi Ltd | Blower |
-
1989
- 1989-10-25 JP JP1277811A patent/JP2796743B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5893997A (en) * | 1981-11-30 | 1983-06-03 | Hitachi Ltd | Blower |
| JPS5893996A (en) * | 1981-11-30 | 1983-06-03 | Hitachi Ltd | Blower |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH058115U (en) * | 1991-07-11 | 1993-02-05 | 株式会社豊田自動織機製作所 | Hydraulic control circuit in automatic transmission |
| JPH0586098U (en) * | 1992-04-24 | 1993-11-19 | ジャトコ株式会社 | Oil quantity measuring structure |
| JP2010175029A (en) * | 2009-01-30 | 2010-08-12 | Daihatsu Motor Co Ltd | Lubricating oil pressure control device for automatic transmission |
| JP2018203170A (en) * | 2017-06-08 | 2018-12-27 | 株式会社 神崎高級工機製作所 | Marine gear device |
| CN109578561A (en) * | 2018-12-14 | 2019-04-05 | 合肥倍豪海洋装备技术有限公司 | A kind of high-power contrarotating all-direction propeller oil jet lubrication cooling system |
| DE102018222008A1 (en) * | 2018-12-18 | 2020-06-18 | Zf Friedrichshafen Ag | Cooling device for a transmission of a motor vehicle |
| WO2022097516A1 (en) * | 2020-11-06 | 2022-05-12 | ジヤトコ株式会社 | Device and plate |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2796743B2 (en) | 1998-09-10 |
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