JPH072178A - Propeller shaft driving mechanism for ship - Google Patents

Abstract

PURPOSE:To simplify a propeller shaft driving mechanism and to reduce size and weight by a method wherein the propeller shaft driving mechanism for a ship having a clutch mechanism and a reversing mechanism installed on a propeller shaft of double structure forms a simple mechanism and structure. CONSTITUTION:In a propeller driving mechanism for a ship wherein a bevel gear 28 is located facing a drive shaft and a proper shaft of double structure is driven by means of a power from the drive shaft, the propeller shaft is formed such that a solid propeller shaft 17 is inserted in a hollow propeller shaft 18. A shift rod 38 is slidably inserted in the central hole of the solid propeller shaft. Two shift pins are fixed to the shift rod and the two shaft pins are respectively engaged with first and second clutch bodies 30 and 35. The shift rod is axially shifted by means of an operation cam and the first clutch body is selectively engaged with two bevel gears. Or, the second clutch body is selectively engaged with and disengaged from one bevel gear and both propeller shafts driven forward and one is reversed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propeller shaft drive mechanism for a ship in which a propeller is provided on each of the double-structured propulsion shafts, and a clutch mechanism and a reverse rotation mechanism are provided on the double-structured propulsion shafts. Therefore, the propeller shaft drive mechanism can be configured with a simple mechanism and structure, and the mechanism can be simplified, downsized, and lightweight.

[0002]

2. Description of the Related Art A propeller shaft drive for propelling a propeller shaft having a double structure in which another propeller shaft is inserted into a hollow propeller shaft and attaching a propeller to each of the propeller shafts to rotate the propeller shaft forward and reverse. A mechanism is well known in the art, and as a method of driving the mechanism, each of the above propulsion shafts is driven by a separate drive shaft via a bevel gear (US Pat. No. 3,478,620), and each propulsion shaft is driven by a bevel gear. There is one driven by one drive shaft (JP-A-57-160794). Both of these propeller shaft drive mechanisms drive both propelling shafts in mutually opposite directions, and there is only the difference between having only one drive shaft and having two drive shafts. The above-mentioned known drive mechanism must be provided with a clutch mechanism and a reverse rotation mechanism between the propulsion shaft and the engine in order to rotate the propulsion shaft in the forward and reverse directions, but in that case, the drive mechanism becomes large and heavy. The increase is unavoidable. In order to simplify and reduce the weight of the drive mechanism in order to increase the size and weight of the drive mechanism, a clutch mechanism is provided on the dual structure of the propulsion shaft.
A propeller shaft drive mechanism that provides a reverse rotation mechanism and switches between forward rotation drive and reverse rotation drive of each propulsion shaft is conventionally known (US Pat. No. 2,98,902). The one described in US Pat. No. 2,989,022 has two propeller drive transmission systems that are completely independent of each other, and the forward and reverse switching operations of both drive systems are linked by a link. Since both propellers are driven in the forward and reverse directions by both drive systems, the propulsion force in the normal rotation drive and the propulsion force in the reverse rotation drive are the same, and a large reverse drive force can be obtained. Is. Even if the clutch mechanism or the reverse rotation mechanism of either of the drive transmission systems of the two propellers fails or is damaged, it is possible to move the ship forward and backward with one sound drive system. It has excellent properties. However, in this system, the drive system for each propeller shaft is completely independent, and a separate clutch mechanism and reverse rotation mechanism for each drive system are provided on the propulsion shaft. The installation shaft length is long, and as a result, the propulsion shaft length is inevitably increased, and the drive mechanism including the propulsion shaft, the clutch mechanism, and the reverse rotation mechanism is inevitably increased in size and weight. It is desired that the drive mechanism of a ship be as small and light as possible, and this requirement is urgent especially for small ships such as outboard motors. Therefore, the conventional propeller propulsion shaft drive mechanism (hereinafter referred to as "conventional technology") in which the drive system of each propeller shaft is configured completely independently, and a separate clutch mechanism and reverse rotation mechanism are provided on the propulsion shaft for each drive system
Does not necessarily meet the demand for downsizing and weight reduction of the drive mechanism described above.

[0003]

On the other hand, in a small boat such as an outboard motor, even if the reverse thrust is smaller than the forward thrust, there is no problem in practical use, and the clutch mechanism,
Even if the reverse movement of the ship becomes impossible due to the failure or damage of the reversing mechanism, if the forward drive can be secured, the ship can be operated safely. In view of the above, the present invention prioritizes the miniaturization and weight reduction of the propeller propulsion shaft drive mechanism as far as possible with respect to the above-mentioned prior art, and for that purpose, a clutch mechanism of two propulsion shafts and a part of a reverse rotation mechanism. By sharing or omitting, and simplifying and simplifying the clutch operating mechanism, it is necessary to devise its mechanism and structure so that the clutch mechanism and the reverse rotation mechanism as a whole can be simplified, downsized, and lightened. This is an issue.

[0004]

[Means for Solving the Problems] The measures taken for solving the above problems are constituted by the following elements (a) to (d). (A) Two bevel gears are opposed to a solid propulsion shaft inserted in the hollow propulsion shaft so that they can be rotatably supported.
Both bevel gears are driven in opposite directions by drive gears arranged between both bevel gears, and the first clutch body is slidably fitted to the solid propulsion shaft between both bevel gears,
The second clutch body is slidably fitted to the solid propelling shaft outside one of the bevel gears, and (b) the shift rod is slidably inserted into the center hole of the solid propelling shaft. Then, two shift pins are fixed to the shift rod, both shift pins are projected in the radial direction from the long hole of the solid propelling shaft, and each is engaged with the clutch body.
(C) An operation cam for axially shifting the shift rod is provided, and (D) The first clutch body is selectively engaged with both bevel gears by the axial shift of the shift rod, and To selectively engage and disengage the second clutch body from one bevel gear, drive both propulsion shafts in the forward direction, and drive one in the reverse direction.

[0005]

[Operation] Two bevel gears that are slidably provided on the propulsion shaft so as to face each other are driven in opposite directions by drive gears arranged between the bevel gears, and one bevel gear of the one bevel gear is driven by the second clutch body. The rotation can be taken out, and the driving force can drive one propulsion shaft in the forward rotation direction. Further, since the rotations of the two bevel gears that rotate in opposite directions can be selectively taken out by the first clutch body, one propulsion shaft can be reversely driven by the reverse driving force taken out by the first clutch body. Therefore, the two propellers are driven by the driving force taken out by the first clutch body and the driving force taken out by the second clutch body to advance the ship, and one propeller is driven by the reverse driving force taken out by the first clutch body. Can be driven in reverse to move the ship backward. Then, the shift rod inserted into the center hole of the solid propelling shaft, the two shot pins fixed to the shift rod, and the operation cam for operating the shift rod constitute an operation mechanism, and the shift operation of the shift rod connects both clutch members. Since the shift operation is performed in the same direction, the operation mechanism is extremely simple and simple, and since the shift rod and the shift pin are housed in the solid propulsion shaft, the operation mechanism is extremely compactly incorporated. Further, there are two bevel gears provided on the propulsion shaft (the conventional technology is 4
The bevel gears are arranged at an interval corresponding to the shift range of the first clutch member, and the drive gear is arranged between the bevel gears. The installation axis length of the mechanism and the reversing mechanism is remarkably shortened as compared with the prior art. Therefore,
The propulsion shaft drive mechanism including the propulsion shaft, the clutch mechanism, and the reverse rotation mechanism and the clutch operating mechanism can be significantly downsized and reduced in weight.

[0006]

[Examples] Next, examples will be described with reference to the drawings. In this embodiment, the drive gear between the bevel gears is composed of two pinions having a small diameter in order to reduce the weight. The first pinion 26 and the second pinion 27 of the first and second bevel gears 28 and 29 are opposed to each other. It is arranged between and and is rotated in the same direction. The first bevel gear 28 and the second bevel gear 29 have bearings 19D, 19
It is rotatably supported on the casing 11 by E, and the solid propulsion shaft 17 is rotatably supported on the first bevel gear 28 and the second bevel gear 29. One end of the hollow propulsion shaft 18 is mounted on the casing 1 by bearings 19B and 19C.
1 is rotatably supported, the solid propulsion shaft 17 is inserted into the hollow propulsion shaft 18, and the hollow propulsion shaft 1 is inserted through a bearing 19A.
The other end (free end) of 8 is supported. Attach the propeller 25 to the free end of the hollow propulsion shaft 18 via the damper 24,
A propeller 22 is attached to the free end of the solid propelling shaft 17 via a damper 21. The twisting directions of both propellers are opposite to each other. First bevel gear 28 and second
Between the bevel gear 29 and the solid propeller shaft 17, the first
The clutch body 30 is loosely fitted to the outside of the second bevel gear 29 (in this example, the second bevel gear 29 and the hollow propulsion shaft 1).
The second clutch body 35 is loosely fitted to the solid propulsion shaft 17 between the left end of 8) and the second clutch body 35. The solid propelling shaft 17 is provided with two radial long holes 39 and 40, and the shift rod 38 is slidably inserted into the long hole, and the two shift pins 41 and 42 of the shift rod 38 are inserted into the long holes. Holes 39, 4
It is made to project from 0 in the radial direction outward. In this example, the rotation of the first bevel gear 28 and the rotation of the second bevel gear 29 are transmitted to the solid propelling shaft 17 by the first clutch body 30, and only the rotation of the second bevel gear 29 is hollow-propelled by the second clutch body 35. Since the mechanism for transmitting to the shaft 18 is used, both ends of the shift pin 41 are fitted into the radial holes of the first clutch body 30, and the first clutch body 30 is rotated with the solid propulsion shaft 17 via the shift pin 41. It is connected in the direction. The second clutch body 35 is spline-fitted to the left end of the hollow propulsion shaft 18, and is biased by the biasing spring 43 toward the second bevel gear 29. Then, both ends of the shift pin 42 are brought into contact with one annular inner surface of the second clutch body 35 so that the second bevel gear 29 of the second clutch body 35 is contacted.
To move to. Clutch pawls 31, 33 are provided on the facing surfaces of the first clutch body 30 and the first bevel gear 28, respectively.
And the clutch pawls 32 and 34 on the opposing surfaces of the first clutch body 30 and the second bevel gear 29, respectively.
Clutch pawls 36 and 37 are provided on the opposing surfaces of the clutch body 35 and the second bevel gear 29, respectively. Solid propulsion shaft 17
An intermediate body 45 having the same diameter as that of the shift rod 38 is inserted at the tip of the operation rod 47, and the intermediate body 45 is inserted into the operation cam 47 and the shift rod 3.
8, the tip of this intermediate body faces the two-step cam surface of the operation cam 47 and is pressed against the two-step cam surface by the biasing spring 44. The two-step cam surface is the lower vertical shift surface 47F for forward movement, and the vertical vertical shift surface 4 for neutrality.
7N, vertical shift surface 47R for reverse, shift surface 47F
And the shift surface 47N that is perpendicular to the shift surface 47N
It is composed of an inclined surface between N and the shift surface 47R. The intermediate body 45 may be omitted, and the tip of the shift rod 38 may be projected from the solid propelling shaft 17 and the end surface thereof may be brought into contact with the cam surface of the operation cam 47. However, in the case of this embodiment, the intermediate body is formed. It is convenient because the neutral position of the first clutch body 30 and the second clutch body 35 at the time of assembly can be adjusted by selecting the length. In this embodiment, the operation cam is a direct-acting type cam that is vertically moved by the linear movement of the operation rod 46, and in the state shown in the drawing, the first clutch body 30 and the second clutch body 35.
Are both in neutral position. Further, in this embodiment, the drive gear arranged between the first bevel gear 28 and the second bevel gear 29 is a small diameter first pinion 26 and a second pinion 27.
And two pinions must be driven in the same direction,
Both pinions are the first drive shaft 13 and the second drive shaft 14.
It is driven in the same direction by the belt 53 via. Then, the first pinion 26 meshes with the first bevel gear 28 and the second pinion 27 meshes with the second bevel gear 29, whereby the first bevel gear 28 and the second bevel gear 29 rotate in the same direction. , Second
The pinions 27 are driven in opposite directions. When the operation cam 47 is moved upward from the illustrated state, the tip end of the intermediate body 45 contacts the forward shift surface 47F. As a result, the shift rod 38 is pushed to the left by the biasing spring 44 to shift both the first clutch body 30 and the second clutch body 35 to the left, and the first clutch body 30 is connected to the first bevel gear 28. The second clutch body 35 is connected to the second bevel gear 29. Therefore, the solid propelling shaft 17 and the hollow propelling shaft 18 are driven in opposite directions, and the vessel is propelled in the forward direction by the first propeller 22 and the second propeller 25 whose twisting directions are opposite to each other. When the operation cam 47 is moved downward from the illustrated state, the tip end of the intermediate body 45 contacts the reverse shift surface 47R. As a result, the shift rod 38 is pushed rightward against the biasing spring 44 to shift both the first clutch body 30 and the second clutch body 35 rightward, and the first clutch body 30
Is connected to the second bevel gear 29. At this time, the second clutch body 35 remains free. Therefore, the solid propulsion shaft 17 is driven in the reverse direction by the second bevel gear 29 and drives the first propeller 22 in the opposite direction to propel the ship in the reverse direction. At this time, the second clutch body 35 is free and the hollow propulsion shaft 18 is not driven.
The propeller 25 is not driven. Therefore, the ship is the first
It is driven in the reverse direction only by the propelling force of the propeller 22. Reference numeral 12 is a main drive shaft, and 20 and 23 are inner cylinders of the first propeller and the second propeller, respectively.

[0007]

As compared with the above-mentioned prior art, the present invention omits a pair of bevel gears and its drive gear that constitute a reversing mechanism for one propulsion shaft, and configures a reversing mechanism for the other propulsion shaft. A pair of bevel gears engages and disengages the clutch body for one propulsion shaft, and is equivalent to the one in which the drive gear and bevel gear for the other propulsion shaft are also used for one propulsion shaft. Therefore, the mechanism and structure of the drive mechanism for both propulsion shafts can be simplified, and the size and weight can be reduced. Also, by omitting the pair of bevel gears that make up the reverse rotation mechanism of one of the propulsion shafts, the axial length of the clutch mechanism and the reverse rotation mechanism of the double structure of the propulsion shaft is significantly shortened, so the total length of the propulsion shaft is shortened. It can be made lighter. Further, since the total length of the propulsion shaft is shortened, the load on the bearing can be reduced and the durability thereof can be improved. Further, the shift rod inserted into the center hole of the solid propelling shaft and the two shift pins of the shift rod operate the clutch body for the solid propelling shaft and the clutch body for the hollow propelling shaft to operate the shift rod. Since the shift mechanism is used for shifting, the operating mechanism of both clutch bodies can be simplified and made compact. Therefore, the present invention can significantly reduce the size and weight of the entire drive mechanism including the double-structured propelling shaft, the clutch mechanism, and the reverse rotation mechanism.

[Brief description of drawings]

FIG. 1 is a sectional view of an embodiment in which the present invention is applied to an outboard motor.

[Explanation of symbols]

 11 ... Casing 13 ... 1st drive shaft 14 ... 2nd drive shaft 17 ... Solid propulsion shaft 18 ... Hollow propulsion shaft 19A, 19B, 19C, 19D, 19E ... Bearing 21 , 24 ... Damper 22 ... First propeller 25 ... Second propeller 26 ... First pinion 27 ... Second pinion 28 ... First bevel gear 29 ... Second bevel gear 30. ..First clutch body 31, 32, 33, 34, 36, 37 ... Clutch pawl 35 ... Second clutch body 38 ... Shift rod 39, 40 ... Long hole 41, 42 ... Shift pins 43, 44 ... Energizing spring 45 ... Intermediate 46 ... Operation rod 47 ... Operation cam 47F ... Vertical shift surface for forward movement 47N ... Vertical shift surface for neutral 47R ... Drop for backward movement Straight shift surface

Claims (1)

[Claims] 1. A propeller shaft moving mechanism for a ship, wherein a solid propelling shaft is inserted into a hollow propelling shaft, propellers are attached to both propelling shafts, and a clutch mechanism and a reverse rotation mechanism are provided on the propelling shaft. Two bevel gears are rotatably supported by being opposed to a solid propulsion shaft inserted in the both, and both bevel gears are driven in opposite directions by drive gears arranged between the two bevel gears, and the first clutch body is placed between the both bevel gears. Is slidably fitted to the solid propulsion shaft, and the second clutch body is slidably fitted to the solid propulsion shaft outside one bevel gear of both bevel gears. A shift rod is slidably inserted into the shift rod, two shift pins are fixed to the shift rod, and both shift pins are projected in the radial direction from the long hole of the solid propulsion shaft to engage with the clutch body. An operating cam for axially shifting the shift rod is provided, and by axially shifting the shift rod, the first clutch body is selectively engaged with both bevel gears, and the second clutch body is engaged with one of the bevel gears. Selectively engage and disengage the bevel gear,
A propeller shaft drive mechanism for a ship that drives both propulsion shafts in the forward direction and one in the reverse direction.