JPS6022223B2 - Marine reduction/reversing gear - Google Patents

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 approximately 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 decelerations is also used for small decelerations, or {2} separate clutch cases with different input and output distances are used for small decelerations and large decelerations.

However, since the above-mentioned item ``1'' is a method in which the large clutch case also serves as a small clutch case, one clutch case is sufficient, but this causes problems of high cost and weight, and the installation conditions on the ship's hull become worse. In other words, as shown in Fig. 1, the bottom of the clutch case 2 attached to the rear of the engine 1 becomes deep, and when trying to hem it to the stern, the part 3 is attached to the hull 4.
As a result, the clutch case 2 has to be moved forward (to the left in FIG. 1), requiring a large engine room 5. Also, if the method described in [2] above is adopted, the distance between input and output shafts A for 4. deceleration and large deceleration
are different, causing problems when converting the engine. In other words, major modifications to the hull and skirting platform would be required. Note that 6 in Figure 1 is a joint, and 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-disc 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 gear below the clutch. .

The present invention has focused 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 pulp, and the second and second An example is shown in Figure 3. The clutch case 10 in Figure 2 is at the rear (right side of the figure)
The end portion is open, and an end cover 12 (clutch case) that also serves as a bearing support member is fastened thereto with a plurality of bolts.

An input shaft 16 is supported at the upper part of the clutch cases IQ, 12 via bearings 14, 15, and an output shaft 19 is supported below the input shaft 16 via bearings 17 and blades 8 in parallel with each other. Reference numeral 20 denotes a forward movement unit using a wet type multi-disc clutch which is widely used in the subordinate industry, and its clutch housing 21 is fastened to the input shaft 16 by hydraulic pressure.

23 is a swing damper fixed to the flywheel, and a central spline hub 24 is spline-coupled onto the input shaft 16.

4 gear 26 rotatably supported on the input shaft 16
includes an integral drum 27 located within the clutch housing 21. An annular piston 28 that is iron-coupled with the inner surface of the clutch housing 21 and the surface of the input shaft 16 receives the rightward elasticity of the compression spring 23. A 30G pressure plate is fixed to the open end of the clutch housing 21 by, for example, a snap ring.

A plurality of plates 31 are provided between the piston 28 and the pressure plate 30.
and friction plates 32 are arranged alternately, and the protrusions provided on the outer periphery of each plate 31 are joined to the grooves of the clutch housing 21 and are slidable only in the axial direction, and the splines on the inner periphery of the friction plates 32 It is iron-coupled and can slide freely only in the axial direction. Therefore, when hydraulic pressure is supplied to the rear of the piston 28 and the pressure chamber 33, the plate 31 and the friction plate 32 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 a reverse unit (not shown) is arranged parallel to the forward unit 20.
The small gear of the reverse gear (the small gear for the small gear 26) meshes with the large gear 35 together with the small gear 26.

The large gear 35 supported on the output shaft 19 is integrally equipped with cylindrical small-diameter external teeth 37, and these external teeth 37 are connected to the forward unit 2.
0 into the space 25 below. A large internal tooth 38 is attached to the clutch case 12 (end cover) on the tip side (right side in the figure) of the external tooth 37 by a plurality of bolts 39. An outward flange 40' provided on the output shaft 19 between the large gear 35 and the internal teeth 38 is provided with three support shafts 41 parallel to the output shaft 19, and a planetary gear 42 supported on each support shaft 41 is provided. external teeth 37
and mesh with the internal teeth 38 to form a planetary gear portion 36 (FIG. 3). During operation, the input shaft 16 rotates to the left (arrow L) when viewed from the oak (right side in the figure).

When the clutch of the forward unit 20 is connected, the pinion 26
rotates in the same direction, and the large gear 35 rotates to the right (in the direction of arrow R) when viewed from the edge. Small diameter external teeth 37 along with large gear 35
Since the planetary gear 42 also rotates in the right direction (arrow R) as shown in FIG. 3, the planetary gear 42 revolves in the right direction while rotating in the left direction within the fixed large inner teeth 38. The planetary gear 42 revolves around the support shaft 41
(Fig. 2), which is transmitted to the output shaft 19 through the flange 40.
The output shaft 19 is decelerated and driven to rotate in the right direction. Utilizing the conventional small reduction clutch case 10 shown in FIG.
By changing the combination of the internal small gear 26 and the large gear 35, "i,, i2, i between the small gear 26 and the large gear 35"
3 and 3 different reduction ratios can be obtained, and if the reduction ratio of the planetary gear section 36 is i4, the obtained reduction range is i.
,,i2,i3,j. ,・i4,i2・i4,i3・j
4, 6 ways are possible.

That is, in addition to the reduction ratios i, , i2, i3 obtained when the large gear 35 is simply fixed to the output shaft 19 as in the conventional case, the planetary gear portion 36 is obtained by rotatably supporting the large gear 35 on the output shaft 19.
Reduction ratio i.・i4,;21i4,i3
・i4 is added. Specifically, for example, i,=2.0,i
2=2.5, i3=3.0, i4=2.5, the obtained reduction ratios are 2.0, 2.5, 3.0, 5.0, 6.
2.7.5. As explained above, according to the present invention, since the planetary gear device is arranged in the space below the clutch provided on the input shaft and around the output shaft, m 2.0~i
It can cover up to max x main 8.0.

In other words, in marine reduction/reversing gears, conventional methods can be used for small reduction (reduction ratio of about 3.0 or less) to large reduction (reduction ratio of 3.5 or more and about 8.0) without changing the distance between the input and output shafts. Since it can be obtained by using the /J deceleration clutch case, it becomes possible to create an inexpensive, lightweight, and compact large-scale deceleration/reversal machine for ships. {2
} Since small and large reduction gears can be obtained in one small case, there is no need to modify the hull when changing engines, and the stern skirting is easy, which shortens the engine room and increases the effective area of the ship.

In other words, the structure for small reduction is the same as before (the large gear 35 is connected to the output shaft 1).
9, and the planetary gear 42 is removed), and only when used for large deceleration, the planetary gear part 36 shown in FIG.
Just add. In this case, the propeller rotation direction is the same for both 4 and large deceleration. Legs In the present invention, not only the forward movement unit 20 is supported on the upper part of the clutch case 10 (including the end cover 12), but also the reverse movement unit of the same structure (
(not shown), and the planetary gear part 36 is provided on the output shaft 19 by utilizing the space below the clutch housing 21 of both units. It is possible to freely decide whether to use a large reduction ratio or to leave it as a small reduction ratio depending on whether or not a reduction gear ratio is provided, which not only greatly expands the range of applications but also facilitates operation. [4] Since the large-diameter internal teeth 38 of the planetary gear part 36 are attached to the inner surface of the rear front end cover 12, which also serves as a part of the clutch case, with a plurality of bolts, the clutch case 12
The large internal teeth 38 can be fixed with only slight processing, and since the clutch unit including the clutch housing 21 is placed close to the rear trim of the clutch case, both the small gear 26 and the large gear 35 can be fixed at the rear. The front and rear widths of the clutch cases 10 and 12 can be shortened by moving them closer together.
Moreover, this makes it possible to ensure the rigidity of the planetary gear part 36 even if the large diameter internal tooth 38 protrudes forward and the cylindrical body of the large diameter internal tooth 38 is made thin. The weight is reduced because the front and rear width is reduced.

Therefore, the planetary gear 42 is installed, and the large gear 35 is connected to the output shaft 19.
Even at large reduction ratios, the entire structure is lightweight and rotatably supported. Of course, when the large gear 35 is fixed to the output shaft 19 and the planetary gear 42 is attached at a small reduction ratio, the large internal teeth 38 can also be removed, resulting in further weight reduction. Further, in the present invention, since the small diameter external teeth 37 are integrally provided on the large gear 35, not only the number of parts is reduced and the structure is simplified;
The support of the large gear 35 on the output shaft 19 is stable, the good meshing state between the large gear 35 and the small gear 26 can be maintained for a long period of time, and durability can also be maintained.

[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.
FIG. 10...Clutch case, 12...End cover (
clutch case), 16...input shaft, 19...output shaft
20...Green multi-plate clutch forward unit, 2
5... Space, 26... Small gear, 35...
...Large gear, 37...Small diameter external tooth, 38...
...Large diameter internal teeth, 40...Flange, 41...
...Spindle, 42...Planetary gear. Figure 1 Figure 3 Figure 2

Claims (1)

[Claims] 1 A clutch case, an input shaft supported at the upper part of the clutch case, an output shaft supported at the lower part of the clutch case parallel to the input shaft, and a clutch housing provided on the input shaft to rotate together with the output shaft. a forward drive unit having a multi-disc clutch and a pinion disposed adjacent to the multi-disc clutch on the input shaft and connected to and disconnected from the input shaft by the multi-disc clutch; a multi-plate clutch having a large gear disposed to engage with the pinion; a clutch housing disposed parallel to the advancement unit and drivingly connected to a clutch housing of the unit; and the large gear; In a marine speed reducer/reverser having a reverse drive unit with an engaging pinion, a multi-plate clutch is mounted at the rear of the input shaft near the rear end wall of the clutch case, and the clutch is connected to the input shaft at the front of the input shaft. A large gear supported on the front part of the output shaft is meshed with the small gear, and a small gear integral with and concentric with the large gear is provided in the space surrounding the output shaft below the clutch. A cylindrical large-diameter internal tooth with a protruding external tooth and fixed to the rear end cover of the clutch case on the tip side of the external tooth is arranged concentrically outward from the external tooth, and the output between the small-diameter external tooth and the rear end wall of the clutch case is A marine reduction/reversing machine characterized in that a flange provided on the shaft is provided with a plurality of support shafts parallel to the output shaft, and a planetary gear supported on each support shaft is meshed with internal and external teeth.