JPS5973659A - Reduction and reverse gear for marine use - Google Patents

Abstract

PURPOSE:To cover the range of reduction gear ratio 2-8 by employing a clutch case for small speed reduction by a structure wherein a planetary gear type reduction gear is housed in a space of comparatively large volume around an output shaft at the lower portion of a clutch. CONSTITUTION:An input shaft 16 and an output shaft 19 are supported in parallel to each other at the upper part and lower portion of clutch cases 10 and 12. A large gear 35 supported onto the output shaft 19 is equipped integrally with a tubular large diametral internal gear 37. A small diametral external gear 38 is mounted to the rear half clutch case 12 at the opening side of the large gear 35. Three fulcrum shafts 41 are provided parallel to the output shaft 19 on an outward extending flange 40 provided on the output shaft 19 between the large gear 35 and the external gear 38 in order to form a planetary gear part 36 by engaging planetary gears 42 supported onto the fulcrum shafts 41 with the internal gear 37 and the external gear 38. When the input shaft 16 is rotated, the large diametral internal gear 37 is rotated together with the large gear 35 through a small gear 26, resulting in revolving the planetary gears 42, which keep rotating about the respective own axes, in the direction opposite to the input shaft 16 around the fixed small diametral external gear 38 and in driving the output shaft 19 through the flange 40 under the conditions that its rotational speed is reduced while its rotational direction is reverse to that of the input shaft.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a reduction/reversing gear for marine vessels, which can be configured to have a reduction ratio from a minimum of 2.0 to a maximum of approximately 8.0 using a conventional small reduction clutch case. It is intended to.

Conventionally, (1) a clutch case for large deceleration is also used for small deceleration, or (2) separate clutch cases with different distances between the input and output shafts are used for small and large deceleration. However, since the above item (1) is a method where large also serves as small,
Although a single clutch case is sufficient, problems arise such as increased cost and weight, and the conditions for installation on the ship's hull become worse. That is, as shown in Figure 1, the bottom of the clutch case 2 attached to the rear of the engine 1 becomes deep, and when trying to install it at the stern, the part 8 hits the hull 4 (making it impossible to install it at the stern), and the clutch case ends up 2 must be moved forward (to the left in Figure 1),
A large engine room 5 is required. Furthermore, if the method described in item (2) above is adopted, the input/output shaft space @A will be different for small reduction and large reduction, which will cause problems when replacing the engine.

In other words, major modifications to the hull and installation platform will be required. Note that the first
In the figure, 6 is a joint, 7 is a thrust shaft, and 8 is a propeller.

Generally, in a marine reduction/reversing gear, the input shaft is supported in the upper part of the clutch case, and the output shaft is supported in the lower part in parallel with each other, and a multi-plate clutch is mounted on the input shaft, and the clutch is connected to the input shaft. Since a structure is adopted in which a small gear that is cut off is provided and a large gear provided on the output shaft meshes with the small gear, a relatively large volume of space can be easily obtained around the output shaft below the clutch.

The present invention focuses on this point, and by incorporating a planetary gear type reducer in the above space, a one-stage reduction ratio can be obtained between the large gear and the output shaft, and a second-stage reduction ratio is obtained between the large gear and the output shaft. An example is shown in FIG.

The front half clutch case 10 in FIG. 2 has an open rear (right side in the figure) end, and a rear half clutch case 12, which also serves as a bearing support member, is fastened thereto with a plurality of bolts. At the top of the clutch case 10°12 is a bearing 14.1.
The input shaft 16 is connected through the input shaft 5, and the bearings 17, 1
Output shafts 19 are supported parallel to each other via shafts 8 . 2
0 is a forward unit using a conventionally widely used wet type multi-disc clutch, and its clutch housing 21 is tightened to the input shaft 16 by a hydraulic fluid reservoir.

28 is a torsion damper fixed to the flywheel, and the central spline hub 24 is spline-fitted to the input shaft 161. A pinion 26 rotatably supported on the input shaft 16 includes an integral drum 27 located within the clutch housing 21 . The annular piston 28, which is fitted into the inner surface of the clutch housing 21 and the surface of the input shaft 16, receives the rightward elasticity of the compression spring 29. A pressure plate 80 is fixed to the open end of the clutch housing 21 by, for example, a snap ring. A plurality of plates 3 are provided between the piston 28 and the pressure plate 80.
1 and friction plates 32 are arranged alternately, and each plate 31 has a protrusion provided on the outer side that fits into a longitudinal groove of the clutch housing 21 and is slidable only in the axial direction. A spline fits into the drum 27 and is slidable only in the axial direction.

Therefore, when hydraulic pressure is supplied to the pressure chamber 33 behind the piston 28, the plate 81 and the friction plate 82 come into pressure contact, the clutch is connected, and the housing 21 and the small gear 26 are integrated. 34
is a gear provided on the outer periphery of the housing 21, and is always in mesh with a corresponding gear on the outer periphery of the clutch housing of a reverse unit (not shown) arranged parallel to the forward unit 20. The corresponding small gear) meshes with the large gear 85 together with the small gear 26 .

The large gear 85 supported on the output shaft 19 is integrally equipped with a cylindrical large-diameter internal tooth 87, and the internal tooth 87 is connected to the forward unit 2.
0 into the space 25 on one side. A small diameter external tooth 88 is attached to the rear clutch case 12 on the opening side of the internal tooth 87 with a plurality of bolts 39 . On the outward flange 40 provided on the output shaft 19 between the large gear 85 and the external teeth 88,
Eight support shafts 41 parallel to the output shaft 19 are provided, and each support shaft 41
The planetary gear 42 supported above meshes with the internal teeth 87 and external teeth 88 to form a planetary gear portion 86 (FIG. 8).

During operation, the input shaft 16 is on the left (arrow L) when viewed from the age (right side of the figure).
) direction. When the clutch of the forward unit 20 is connected, the small gear 26 is driven to rotate in the same direction, and the large gear 85
rotates to the right (in the direction of arrow R) when viewed from the outside. large gear 35
At the same time, the large diameter internal tooth 87 also moves to the right (arrow 1) as shown in Figure 8.
small diameter external teeth 88 fixed to the planetary gear 42u.
It revolves to the right while rotating to the right. The revolution of the planetary gear 42 is transmitted to the output shaft 19 via the support shaft 41 (FIG. 2) and the flange 40, and is decelerated by the output shaft 19 and driven to rotate in the right direction.

By using the conventional small gear reduction clutch case 11 shown in FIG. 2 and changing the combination of the small gear 26 and large gear 85 inside, il, i between the small gear 26 and large gear 85 can be changed.
2.1.3 and 8 different reduction ratios can be obtained.
The reduction ratio of the planetary gear part 36 is set to 1. Then, the obtained deceleration range is 1□, 1□, 1. ,, i□・11,1□・i
,,,i,・1406 ways are possible. That is, the reduction ratios 1□, 1□, 1. In addition, the reduction ratio 11·j-4, l□·i, in the case where the large gear 85 is rotatably supported on the output shaft 19 to form the planetary gear portion 36, 1.・14
is added. Specifically, for example, 'l-1=2.0. i□
-2,5°:l, =8.0. 'If L4=2.5, the obtained reduction ratio is 2.0.2.5.8.0.5.0
．． 6.2.7.5.

As explained above, according to the present invention, since the planetary gear device is arranged around the output shaft in the space below the clutch provided on the input shaft, (1) the conventional small reduction clutch case can be used to reduce the reduction ratio. j-min: 2.0-1max-F8.
It can cover up to 0. In other words, in marine reduction/reversing gears, small reduction gears (reduction ratios of 8
．． 0 or less) to large reduction (reduction ratio of 3.5 or more to about 8.0) using a conventional small reduction clutch case, it is inexpensive, lightweight, and compact for large reduction and reversal use for marine vessels. becomes possible.

(2) Small and large speed reducers can be obtained in one small case, eliminating the need to modify the ship's body when replacing the engine, and since installation at the stern is easy, the engine room becomes shorter and the effective area of the ship increases. That is, the structure for small reduction is the same as the conventional structure (the large gear 35 is fixed to the output shaft 19 and the planetary gear 42 is removed), and only for large reduction, the planetary gear section 36 shown in FIG. 2 is used. Just add. In this case, both small and large reduction
The direction of rotation of the robot will be the same.

Note that when using the variable bitchiff "Robef", the reverse unit is not required.

[Brief explanation of the drawing]

Figure 1 is a schematic diagram of the left side for explaining the conventional problem;
The figure is a longitudinal sectional view of the speed reduction/reversing machine according to the present invention, and FIG.
It is a 1-1 sectional partial view of the figure. 10... First half clutch case, 12... Second half clutch case, 16...
・Input shaft, 19... Output shaft, 20... Wet multi-disc clutch advance unit, 25... Space, 26... Small gear, 85... Large gear, 87... Large diameter internal tooth , 88°°゛ Small diameter external tooth, 40...7 angle, 41... Support shaft, 42
・・・Planetary gear

Claims (1)

[Claims] The input shaft is supported in the upper part of the clutch case consisting of the front and rear parts, and the output shaft is supported in the lower part in parallel with each other, and the multi-plate clutch is supported in the rear part on the input shaft, and the above-mentioned clutch is supported in the front part on the input shaft. A small gear is provided that is connected to and disconnected from the input shaft by a small gear, and a large gear supported on the front part of the output shaft is meshed with the small gear, and a large gear that is integrated and concentric with the large gear is inserted into the space surrounding the output shaft below the clutch. A flange with a large-diameter internal tooth protruding, a cylindrical small-diameter external tooth fixed to the rear half of the case on the opening side of the internal tooth, and arranged concentrically within the internal tooth, and provided on the output shaft between the large gear and the external tooth. A marine deceleration/reversal i is characterized in that a plurality of support shafts are provided parallel to the output shaft, and a planetary gear supported on each support shaft is meshed with internal and external teeth.