JPS5932593A - Idling pump mounting structure for lubricating oil in ship - Google Patents

Abstract

PURPOSE:To enable an idling pump to be easily mounted, inspected and repaired by securing fixedly the idling pump on a reduction gear reverser above the output axis of said reverser. CONSTITUTION:A pair of left and right engines 2, 3 are provided in a hull 1, and fly wheels 4, 5 are connectively interlocked respectively with reduction gear reversers 8, 9 having clutches through elastic couplings 5, 7. Propeller shafts 12, 13 are connectively interlocked respectively with the output shafts 10, 11 of said reversers 8, 9. And, for example, an idling pump 15 of lubricating oil is connectively, through a pump driving gear, interlocked with a part idling together with the idling propeller shaft 13 at the propeller shaft 13 side rather than at the clutch side. The discharge portion of the pump 15 communicates to respective oiling portions of the reverser 9 while the pump 15 is secured fixedly above the output axis. Thus, when the engine 3 is stopped, the clutch is disengaged and the propeller shaft 13 is idled, the iding of the shaft 13 is utilized to rotate the pump 15 so that the reverser 9 can be lubricated.

Description

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

-ffK When the engine is stopped and the clutch is disengaged, the propeller shaft may rotate freely.

Example 1: When a ship is towed by a tugboat, etc., when it sails by inertia, when it sails by sail, or when it uses two engines and two propeller shafts,
This is a case where a 1llij ship that has been built is sailing with only one engine and hygro propeller shaft. In some cases, if the lubricating oil pump attached to the engine is stopped, the part that rotates freely together with the propeller shaft in the deceleration and reversing gear may burn out (j<'There is a risk.

Book 6'! By interlocking and connecting the lubrication/III idler pump to the part that hangs together with the Lopen shaft, the problem is solved and the idler pump is connected above the output shaft center of the deceleration and reversing machine. By fixing it to the speed reducer/reverser part, the idler pump is intended to be easily installed and inspected and repaired.

The present invention will be explained below based on the drawings.

Fig. 1 is a schematic plan view of a ship to which the present invention is applied, and in Fig. 1 (arrow F points forward), there are
The twin engines 2.3 are installed [IIN], and both engines 2.3 are installed.
3 of 7 Rye Wheel 4.5! ! Reduction/reversing gears 8.9 with clutches are connected to each other via a single-position joint 6.7, and propeller shafts 12, 13 are connected to the output shafts io, ii of the reducing/reversing gears 8.9, respectively. right engine 3
The left engine 2 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.

As described above, lubricating oil idle pumps 14 and 15 according to the present invention are respectively attached to the reduction and reversing machine with launch 8.9.

First, the overall structure of the reduction/reversing machine 8.9 will be explained.
Since the left and right reduction/reversal gears 8 and 9 have the same structure except that the left and right sides are reversed, the structure of the right reduction/reverser 9 will be explained with reference to FIGS. 2 to 4. Figure 2 is a longitudinal rear view (na-a sectional view in Figure 3);
In the figure, the reversible case consists of a lower case (oil pan) 16, a partial case 17, a case lid 18, etc., and installation feet 20 are integrally formed at the left and right upper ends of the lower case 16. Human power axis 21 (2nd PL right half)
is mounted in front coaxially with the output shaft 11 and integrally supports the 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 human power shaft 21, a reverse shaft 26 is rotatably supported above the human power shaft 21, and the forward shaft 24 is rotatably supported on the upper case 17. A front gear 27 is integrally fixed to each, and a reverse gear 2 is attached to the reverse shaft 26.
9 are integrally fixed. Both forward gears 27 (Fig. 3) mesh with the input gear 23, and reverse gear 29 (Fig. 2)
is engaged with both forward gears 27. In addition, reverse gear 29
is not engaged with the manual gear 23.

In the rear portion of the reverse shaft 26 (FIG. 4), a reverse pinion 33 is rotatably fitted to the reverse shaft 26 via a plain bunsh 32.

Both the forward drive pinion 31 and the reverse drive pinion 33 are engaged with a large output gear 35, and the large output gear 35 is fixed to the output shaft 11. The forward speed converter 31 is a 111m clutch 37.
The reverse pinion 33 is continuously connected to the forward gear 27 via the reverse clutch 39, and the reverse pinion 33 is intermittently connected to the reverse gear 29 via the reverse clutch 39. When moving forward, turn on both forward runte 37 and reverse. Turn off the clutch 39. The 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 RJRI forward runte 37, both forward pinions 31. This is transmitted to the large output gear 35 and the output shaft 11, causing the propeller shaft 13 (FIG. 1) to rotate clockwise.

When going backwards, both forward runters 37 are turned off and the reverse clutch 39 is turned on. The power from the engine 3 (Fig. 1) is transmitted from the input shaft 21 to the input gear 23 (Fig. 3).
It is transmitted to the forward gear 27, the reverse gear 29 (FIG. 4), the reverse clutch 39, the reverse pinion 33, the large output gear 35, and the output shaft 11-\, and the propeller 1lfllll13 rotates to the left. Note that the p+ji'J-adic binion 31 is rotating to the left (idling).

With the right engine 3 stopped and the clutches 37 and 39 turned OFF, for example, the left upper engine 2 and the left propeller shaft 12
When sailing alone, use the right groper 1iIll11.
3 rotates freely, and at the same time, the output shaft 1 in the right reduction/reversing machine 9 rotates freely.
1. The large output gear 35, the double zero advance gear 31, and the reverse drive gear 33 move 3Ii times.

The lubricating oil free pump 15 (FIG. 2) is fixed to the rear surface of the drive case 40, and the drive case 4o is fixed to the inspection window 41 portion of the upper case 17. The inspection window 41 is located at the output shaft center O.
Since it is formed on the upper side, the free rotation position 15 is located above the output shaft center 0 (above the installation foot 20).
This means that it has been f.

The free-rotating pump 15 is interlocked and connected to a pump drive gear 44 via an intermediate gear 42, etc., and the p1 ponzo drive gear 44 is connected to the above-mentioned free-rotating portion, for example, the boss portion 31a of one of the 11-decimal binions 31 (FIG. 3). is fixed to the forward pinion 3.
It rotates integrally with 1.

In FIG. 5, which is an enlarged partial sectional view of FIG. The drive side pump gear 47 and the driven side pump gear 48 are fixed and mesh with each other.

The shaft portion 47a of the drive-side pump gear 47 extends into the pump stand 46, and is spline-fitted to the pump drive shaft 50 so as 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 by the pump drive shaft 50 via a bearing 54, and the input gear 55
meshes with the intermediate gear 42. The inner circumferential surface of the input gear 55 and the outer circumferential surface of the pump drive shaft 50 form a one-way flange 5.
6, and the rotational driving force is transmitted to the pump drive member 50 only when the input gear 55 rotates to the left when viewed from the rear. When the input gear 55 rotates to the left, it means when the right propeller shaft 13 (first gear 1) is drivingly rotating or rotating clockwise, and when the ship is moving forward. That is, the idling pump 15 moves forward when the right propeller Itql+ 13 is rotated clockwise by the engine 3;
When engine 3 is stopped, the right propeller ψd no. 13 is idling L7
It is designed to be driven when moving forward when the vehicle is moving forward. 59
is an intermediate gear support shaft fixed to the drive case 40, and I
An intermediate gear 42 is supported via a bearing 58. A front cover 60 is fixed to the +Itl side of the drive case 4o.

To explain in detail the mounting structure of the pump stand 46 described in 111j, there is a pump input gear 55 on the rear side of the drive case 4o.
A pilot fitting hole 65 is formed which is larger than the outer diameter of the pump base 46, and the pump stand 46 is fitted into the fitting hole 65 by a pilot fitting hole 65, and is connected to the p drive case 4o by a plurality of (for example, six) ports 57. It is fixed. As shown in FIG. 7, the bolts 57 are arranged at equal intervals in the circumferential direction on the circumference centered on the axis o1 of the drive-side pump gear 47, and one bong 46 is arranged at equal intervals in the circumferential direction. It is arranged so that it can be attached to the drive case 40 even when the shaft center is rotated 01 times iso' from the original state. That is, the pump stand 46 is formed in a rotationally symmetrical shape of 1806 around the axis 01.

Next, the lubrication system inside the drive case 40 and the like will be explained.

In FIG. 5, there is a lubricating oil passage 6 in the bomb drive shaft 50.
1 is formed, and the front end of the lubricating oil passage 61 is formed with a front cover 60.
It is connected to an oil cooler 66 (FIG. 61) via an oil hole 62, a joint pipe port 63, a vibro 4, etc. The @ end of the lubricating oil passage 61 communicates with an oil hole 67 in the drive side bong 7' 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. The Mb hole 71 that penetrates in the front-rear direction is still formed in the driven pump gear 48, and the rear end of the oil hole 71 communicates with the rear bearing 73 via the rear recess 72, and the front end of the oil hole 71 is the front recess 7
4. Through the oil hole 75, the inside of the pump stand 46 and the bearing 52 part
7 and V communicate with the inside of the drive case 40, and the inside of the drive case 40 communicates with the inside of the lower case 16 via the inside of the upper case 17. The front bearing 76 of the driven pump gear 48 has a concave portion 7
It connects to 4. The rear and rear recesses 69 and 72 communicate with each other via an oil passage 80, and one of the rear recesses 69 communicates with, for example, the inside of the lower case 16 via an oil passage 80a and the like. A plurality of curved holes 78 are formed in the radiator in the pump drive 1i'm50 portion corresponding to the one-way flange 56.
It communicates with 6 parts. Furthermore, an annular gap is formed between the inner circumferential surface of the ffQ end portion of the lubricating oil passage 61 and the outer circumferential surface of the front cover cylinder portion 60a. Bearing 51 flll through the part! It also communicates with the minutes.

That is, from the oil cooler 66 to the vibro 4 and the joint pipe bolt 6
3 and the curved hole 62 enters the lubricating oil path 61, and the rotational force of the pump drive shaft 50 causes the lubricating oil to flow in the υ radial direction 11.
1j hole 78 and lubricates the one-way flange 56. On the other hand, a part of the lubricating oil leaking from the bearing 70 part of the drive-side pump gear 47 into the rear recess 69 flows through the oil hole 67 into the lubricating itb path 6 and into the rotational force of the pump drive shaft 50 ↓
It enters the radial underground oil hole 78. Also, some of the l°11 oil leaking from the rear bearing 73 portion of the driven side pump gear 48 into the rear recess 72 enters the front gate portion 74 through the oil hole 71, and is combined with the lubricating oil leaking from the front bearing 76 portion. After entering the pong stand 46 through the oil hole 75 and lubricating the bearing 52 part,
It extends from the drive case 40 yen to the inside of the lower case 16.

Next, I curse the lubrication system of the entire reversing speed reducer 9.

In FIG. 6, reference numeral 81 is a so-called mechanical lubricating oil pump directed toward the engine 3, which is connected to the camshaft of the engine 3 and is driven only when the engine is rotating. The discharge part of this lubricating oil pump 81 is connected to a regulator valve 83 with a check valve via a vibrator 82, and further connected to a vibrator 84 and a filter 85.
and is connected to the oil cooler 66 via 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 a vibrator 87 or the like. As shown in FIG.
The lubricating oil passage 89 in the reverse shaft 26 communicates with the 179132 part and the reverse flange 39, as shown in FIG.
connected to the parts. Tokuri n# /li1 pump81
The artificial part (Fig. 6) communicates with the lower case (oil pan) 1G via a pipe 190 and a strainer 91.Lubrication 1111 Idle port, discharge part number of pump 15, Uvibe 93, second pipe "96" Driving via dozen from 40 yen F
It is switchably connected to the path that sprouts within the 7515 coos 16. Sympathy/[J] Yukan Pongura 5 Population Department is Vibe 97
and is connected to the inside of the lower case 16 via a strainer 98. Oil for operation of the automatic switching valve 94 is supplied from a portion of the vibrator 82 between the lubrication pump '81 and the regulator valve 83 via the vibrator 100. Is the automatic switching valve 94 filthy? i1 When the pump 81 is stopped, the lubricant 1'11 oil from the lubricating oil idle pump 15 is supplied to the first vibrator 9.
5 to the vibrator 84 and filter 85, and when the attached lubricating oil pump 81 is operating, the oil from the lubricating oil idle pump 15 is sent to the second pipe 96 side, for example. It has a structure as shown in FIG.

In FIG. 7, a case 101 of the automatic switching valve 94 is fixed to the upper side of the drive case 40 and has a valve hole 102 in front, and a valve hole 103 has a valve hole 103 slidably in the axial direction. 1% second annular chambers 105 and 106 are formed in the If hole 102, and both annular chambers 105 and 105 are connected to each other.
．． ．． An artificial annular chamber 107 is formed between 106 . The artificial annular chamber 107 communicates with the discharge part of the lubricating oil idle pump 15 through the inlet hole 108 and the vibrator 93, and the first annular chamber 105 communicates with the first nozzle through the first outlet hole 109. 95 , the second annular chamber 106 communicates with the second outlet hole 110
and communicates with the lower end portion inside the drive case 40 via the second pipe 96. Both left and right ends of the valve hole 102 are covered by the lid 1.
11° and 112, respectively. Sub'
- The rule 103 includes the first, second, third, and fourth land portions 113,
114.115.116, and the first land portion 1 on the left end
An operating oil chamber 120 formed between 116 and the lid 112 on the right side by the valve spring 117 contracted between 13 and the left 3i111 is connected to the oil chamber 120 through the oil hole 121 and the pipe 100. Machine lubrication? It communicates with the main port (81c 6th va).

The state of 7th +*l is the mechanical lubrication i1a pump 81 (6th
Figure) This is the state when it is stopped forcefully, and the entrance annular chamber 1
1IjJ of the 1 annular chamber 105 (negative with 07) communicate with each other, and the space between the artificial annular 1 (107 and the second annular chamber 106)
14 is shielded by υ.

[Mechanism] When the lubricating oil pump 81 operates and the Af+ pressure in the operating oil chamber 120 rises, the sugur 103 closes the valve spring 11.
7 to the left d mJ L , forming the shape j in Figure 8. That is, in the state shown in FIG. 8, the space between the person's annular chamber 107 and the second annular chamber 106 (i.e., between the heel-entering annular chamber 107e and the first annular chamber 105) is shielded by the third Rashid part 115.

Regarding the operation of the lubricating oil idle pump 15, the situation is fJj.

When both engines 2.3 (Fig. 1) are operating and the left and right propellers #+12.13 are rotating and the vehicle is traveling +ffJ, the lubricating oil pump 81 (Fig. 6) and the lubricant h
The idling pump 15 rotates together, and the automatic switching valve 9
4 is in a state as shown in FIG. Therefore, the lubricating oil passages 88, 89 in both forward shafts 24 (FIG. 6) and reverse shaft 26
The machine lubricating oil, the lubricating oil from J5 engine 81, is sent through the oil cooler 66, etc., and the bushing 30.32
(Figure 2) Lubricate the parts, etc. In addition, Oil Quora 66
A part of the lubrication from the one-way runner 5 in Figure 5 is
It is also sent to 6 parts etc. On the other hand, lubrication IY41M rotary pump 1
The lubricating oil from No. 5 is supplied to the automatic switching valve 94 (Fig. 6) and the
The oil is sent into the drive drum 4o via the pipe 196, and after lubricating the south faces of the pump input gear 55, intermediate gear 42 (FIG. 5), etc., it is returned to the lower case (oil pan 6).

To save energy, the right engine 3 (Fig. 1) is stopped and each flange 37.3 in the right reducer/reverser 9 is
9 (Fig. 2) is turned off and the ship is traveling forward only by the rotation of the left engine 2 and left groper shaft 12, the on-board lubrication pump n/1 (s1<Hi6) stops. However, due to the free rotation of the right propeller shaft 13, the lubricating oil idle pump 15 pumps the forward pinion 31 (FIG. 3) and the cylindrical portion 31.
It is rotationally driven via the a1 pump drive gear 44, intermediate gear 42, pump drive gear 55 (FIG. 5), one-way flange 56, and the like. Moreover, the automatic 9J switching valve 94 has a shape as shown in FIG. Therefore, the forward axis 24 and the reverse axis 2
The lubricating oil passages 88 and 89 in the lubricating oil idling pump "15"
The lubricating oil from the lubricating oil is sent through the oil cooler 66, etc., and slips over the bushing 30°32 (Fig. 2). Some of the oil from the parrot oil cooler 66 is transferred to the one-way runner 56 in FIG. J (also sent to minutes etc.

Rotate both carrots 2.3 to iJ, and both propeller shafts 12, 13
The rotation of! When going backwards, use a built-in lubricating oil pump.

81 is rotationally driven. However, the lubricating oil free rotation position 15 does not rotate in reverse due to the action of the one-way clutch 56 (FIG. 5). That is, since the right groper shaft 13 is rotating to the left, the pump manual gear 55 is rotating to the right, and no power is transmitted to the pump drive shaft 50. Of course, in this case, the inside of the reduction/reversing machine 9 is lubricated by the lubricating oil from the machine (=J lubricating oil popon 81).

Stop right engine 3 and turn flanch 37.39 OFF
When sailing backwards only by the rotation of the left engine 2 and left propeller shaft 12, the on-board lubricating oil pump 81 and the lubricating oil t+1r;! The fi-turn pompon 5 will not rotate. However, in reality, it is unlikely that you will be able to navigate backwards using only one engine 2. Even if there is a case where astern sailing is carried out using only one engine 2, no problem arises because the astern sailing itself is generally used for only a short period of time at 47 mW.

As explained above, the present invention provides a ship in which the engine 3 and the propeller shaft 13 are interlocked and connected via the flanch-equipped reduction/reverser gear 9.
), the lubricating oil idler pump 1 is connected via the pump drive gear 44 to
5 are interlocked and connected, and the discharge part of the lubricating oil idling pump 15 is communicated with each lubrication point It of the deceleration/reversal machine 9, and the output shaft center O for deceleration/reversal is also lubricated to the upper part of the deceleration/reversal machine. Since the oil free pump 15 is fixed, there are the following advantages.

fl), 1-Stop engine 3 and start flanch 37,3
If the propeller shaft 13 rotates idly with the engine 9 turned off, for example, two engines 2.3 and two propeller shafts 1
When a ship facing directions 2 and 13 is navigating forward with only the rotation of one engine 2 and the propeller shaft 12, lubricant oil is released by using the free rotation of the propeller shaft 13. The rotation pump 15 can be rotated to lubricate the inside of the speed reducer and reverse gear 9.Therefore, there is no fear that the inside of the speed reducer and reverse gear 9 will seize during navigation as described above.Of course, when the ship is towed by a tugboat or the like, Similarly, when sailing with sails, there is no fear that the inside of the speed reduction/reversing gear 9 will seize up.

(2) In general, the installation foot 2o of the speed reduction/reversing gear 9 is formed at approximately the same height as the output shaft center O, and the lubricating oil idling pump 15 located above the output shaft center O is located at the installation foot 2° above the output shaft center O. It will also be fixed to the upper speed reducer/reverser part. Therefore, the installation work and the inspection and repair work of the lubricating oil free pump 15 are facilitated.

(3) In general, the inspection window 41 of the reduction/reversing gear 9 is provided above the output shaft center 0↓, but the lubricating oil idler pump 1
5 above the output shaft center O, the inspection window 4
It can be attached to one part. Lubricating oil idle pump 15
If it is attached to the inspection window 41 portion, it can be attached using the existing female screw hole of the inspection window, and the processing of the speed reducer/reverser 9 does not require much effort. Furthermore, the lubricating oil free pump 15 (drive case 40) serves as a cover for the inspection window, and the number of parts can be omitted.

Note that the free rotation part connecting the pump drive gear 44 is as follows:
Output shaft 11. Large output gear 35 or reverse pinion 33
can be used.

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

[Brief explanation of the drawing]

Fig. 1 is a schematic plan view of a ship to which the present invention is applied, Fig. 2 is a vertical cross-sectional rear view of a speed reduction/reversing gear, Figs. The figure is an enlarged partial sectional view of Fig. 3, Fig. 6 is a #It:'4 system vibe piping diagram, Fig. 7 is a view from Fig. FIG. 7 is a partial view of FIG. 7 showing dust in operation. 2.
3...Engine, 8.9...M long road turning point, 10.1
1... Output shaft, 12.13... Propeller shaft, 14.
15... Lubricating oil free rotation pump, 31... Forward pinion (an example of free rotation part), 37, 39... Clutch, 44
... Pump drive gear patent applicant Yanmar Diesel Co., Ltd. Agent Patent attorney Shibo Otsuka”, [””-:'!1 Figure 1

Claims (1)

[Claims] In ships where the engine and propeller shaft are interlocked and connected via a clutch (1' M-speed reversing gear), the pump drive gear is installed on the propeller shaft side of the clutch and can freely rotate with the propeller shaft during idle rotation. The lubricating oil idler pump is interlocked and connected through the lubricating oil idler pump, and the discharge part of the lubricating oil idler pump is communicated with each lubricating point of the deceleration and reversing machine, and the output shaft center of the decelerating and reversing machine is also connected to the upper decelerating and reversing machine. A lubricating oil floating pump mounting structure for a ship, characterized in that a lubricating oil floating pump is fixed to a machine part.