JPS6095244A - Speed reduction reversing gear for ship - Google Patents

Abstract

PURPOSE:To reduce the size and weight of a speed reduction reversing gear for a ship by providing a mechanical friction plate clutch for transmitting power on drive side to an output shaft and a cone clutch for turning and reversing the transmitted power to be transmitted to an output. CONSTITUTION:When a cone body 48 is slid to the right to connect an output shaft 41 and a forward large gear 43 and a sliding shaft 22 is operated by oil pressure to press a friction plate 18 for forward and backward operation against a friction surface 20 of a clutch housing 4, power is transmitted to a forward first speed small gear 11, a forward large gear 43, the cone body 48 and the output shaft 41 in order. When a friction plate 19 on the forward second speed shaft 13 is pressed to the clutch housing 4 in the engagement of a cone clutch B, power is transmitted through the forward large gear 43 to the output shaft 41. At the time of backward operation, the cone body 48 is slid to the left to connect a backward large gear 42 and the output shaft 41.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a marine reduction/reversing gear, and particularly to one having two forward speeds.

BACKGROUND TECHNOLOGY In general, in this type of speed reducing/reversing gear, switching between forward and reverse speeds, or between first forward speed and second forward speed is performed by engaging and disengaging a clutch. Conventionally, a hydraulic multi-plate clutch has been used as such a switching clutch. That is, for example, in a device with two forward speeds, units for forward first and second speeds and reverse, each equipped with a hydraulic multi-disc clutch, are arranged around the input shaft, and the clutches of each unit can be selectively engaged and disengaged. By doing so, power from the input shaft is transmitted to the output shaft. Therefore, in such a conventional two-speed forward speed reducer/reverse gear, three expensive hydraulic multi-disc clutches are required, which not only increases the cost, but also increases the overall size since each unit is arranged around the input shaft. It also has the disadvantage of being heavy. Additionally, a characteristic of this type of hydraulic multi-disc clutch is that the clutch plates cannot be completely disengaged, and as a result, when moving forward, for example, the clutch on the reverse side that is not fully disengaged may generate drag resistance. This results in power loss and increased fuel consumption.

OBJECT OF THE INVENTION That is, the present invention solves the drawbacks of a two-speed forward speed reduction/reversing machine equipped with a hydraulic multi-disc clutch, and provides a forward two-speed speed reduction/reversing machine that is lightweight, small, and inexpensive, and that does not cause power loss due to drag resistance. The object of the present invention is to provide a high-speed reduction/reversal machine structure.

Structure of the Invention The present invention replaces the clutch for switching between one forward speed and two forward speeds with the conventional hydraulic multi-disc clutch plate in which the multi-disc clutch plates are brought into pressure contact with each other by a hydraulic piston. A so-called mechanical friction plate type switching clutch structure is adopted in which the friction plates of the first forward speed side and the forward second speed side are pressed into contact with a pair of friction surfaces formed by By using the cone clutch provided on the output shaft to rotate the power forward and reverse, two forward speeds are achieved without using the hydraulic multi-plate clutch.

Embodiment Below, the structure of the present invention will be explained based on the illustrated embodiment. In the figure, (1) is a reduction/reversing machine case, and this reducing/reversing machine case (11) usually has a flange or the like at its front end opening. The flange joint (3) connected to the crankshaft (2) is attached to the case (1) from the front tooth open part side that is attached to the engine side.
It protrudes inward. (4) is the first housing member (
5) and a second housing member (6), the first housing member (5) on the front side is attached to the flange (3) at its flange (5a). It is configured to rotate integrally with the crankshaft (2) side.

(7) is a hollow-shaped longitudinal movement shaft, and the front end of this longitudinal movement shaft (7) is supported by the boss (5a) of the first housing member (5) via a bearing (8). and the other rear end is connected to the reducer/reverse gear case (1) via the bearing (9).
It is pivoted on the rear wall of the And this forward and backward axis (
7) includes a reverse gear (10) and a forward 1st gear gear (11).
) are attached by splines (2) at intervals in the front and rear, and a forward I-speed small gear (10) on the front side thereof.
2 forward speeds on the front side! III (13) is the bearing (14
), and is fitted onto the outside for free rotation via the forward 2-speed shaft (13
) is integrally formed with a two-speed forward small gear (15). Further, a flange-shaped friction plate hub (1B) (17) is integrally formed at the front end of each of the forward/reverse shaft (7) and the forward two-speed shaft (13), and each friction plate (
18) (19) are installed facing each other in the axial direction.

On the other hand, a pair of front and rear friction surfaces (20) and (21) facing each other in the axial direction are formed on the clutch housing (4).
The friction surface (20) on the front side faces the friction plate (18) for forward and backward movement of the forward and backward movement shaft (7), and the friction surface (21) on the rear side faces the friction plate (18) for forward and backward movement of the forward and backward movement shaft (13). It faces the friction plate (19).

(22) is a sliding shaft that is removed by penetrating the forward and backward movement shaft (7) and the first housing member (5) of the Kura Nochi housing (4); ), an arm boss (24) is attached to the front end of the arm boss (24) via a bearing (23>) so that it can only rotate freely.
A presser metal fitting (26) is inserted into the more protruding arm (25) so as to be slidable in the radial direction. (27) is a transfer roller attached to the tip of the presser metal fitting (26). (28) is the so-called ■Renaud, and the V-shaped cam surface (29) of this ■lever (28)
The transfer roller (27) is constantly brought into contact with the transfer roller (27) by the force of a presser spring (30). Further, this V-lever (28) is rotatably connected to the first housing member (5) in the axial direction by a pin not shown in the figure, and furthermore, the V-lever (28) is eccentrically connected to the pivot point. (3
1), an axial link (32) is pivotally connected to the link (32), and the other end of the link (32) is attached to both the friction plates (18) (19).
) is extended outward from the middle part of the pin (
A pressure plate (34) mounted by 33) is arranged between these friction plates (18) (19).

That is, the structure of this part (A) is that of a conventionally known so-called mechanical V-lever type friction plate clutch, and when the sliding shaft (22) is slid in one direction, the presser fitting (2
6) The roller luff 27) at the tip rolls along the V-shaped cam surface (29) of the V lever (28), so the V lever (28)
) rotates to one side, and the pressure plate (3
4) back and forth, thereby both friction plates (18)
(19) selectively facing each friction surface (20)
(21), thereby selectively transmitting the rotational power of the clutch housing (brown), which is a driving body, to either the forward/reverse shaft (7) or the second forward speed shaft (13).

Further, a hydraulic cylinder (35) is attached to the outer surface of the rear wall of the deceleration/reversal gear case (1), and a piston (36) housed within this hydraulic cylinder (35) is connected to the forward/reverse axis ( 7) It is attached to the rear end of the sliding shaft (7) that protrudes further. A hydraulic chamber for forward and backward movement (37) and a hydraulic chamber for second forward speed (38) are formed at the front and rear of the hydraulic piston (36), respectively, and pressure oil can be selectively supplied to one of these. This is a so-called hydraulically operated structure in which the sliding shaft (22) is slid. (38) (
38) are return springs for the hydraulic pistons (36), respectively.

Next, below the forward and backward movement shaft (7), an output shaft (41 ) is mounted on a shaft, and a reverse large gear (42) and a forward large gear (43) are mounted on this output shaft (41) so as to freely rotate, facing each other in the front and rear. ) (43) are provided with inner cone surfaces (44) and (45), respectively.
are integrally formed in a protruding manner. And, between these forward and reverse large gears (43) (42), there is a cone outer circumferential surface (4) facing the cone inner circumferential surface (44) (45) in the λ/I direction, respectively.
6) One cone body 48) with (47) is slidably fitted onto the output shaft (41) via a helical spline (49) on the output shaft (41). Therefore, when this cone body (48) is slid back and forth,
One of the cone outer peripheral surfaces (46) or (47) is connected to the opposing cone inner peripheral surface (44) of each large gear (42) (43).
) or (45), thereby selectively transmitting the rotational power of each large gear (42) (43) to the output shaft (41). In this embodiment, this cone clutch (50) is used to switch between forward and backward travel. Note that the forward large gear (43) is always meshed with the first forward speed small gear (11).

In FIG. 2, (51) is a reverse intermediate gear disposed on the side of the reverse small gear (]0), and this reverse intermediate gear (51) is connected to the reverse small gear (10) and the reverse large gear ( 42)
It meshes with both. On the other hand, the forward 2nd speed small gear (15)
A 2nd forward speed first intermediate gear (52) that is always in mesh with the 2nd forward speed pinion (15) is disposed on the side of the 2nd forward speed small gear (15), and the 2nd forward speed second intermediate gear (53) that rotates integrally with the first intermediate gear (52)
) is placed.

A second forward speed third intermediate gear (54) disposed on the side of the first forward speed small gear (11) is always meshed with this double forward forward speed second intermediate gear (53). The forward 2nd speed fourth intermediate gear (5) is coaxial with and rotates integrally with the 2nd forward speed third intermediate gear (54).
5) is arranged so as to constantly mesh with the forward large gear (43).

Power transmission path In the above configuration, first the cone body (48) is slid to the right in the figure to couple the output shaft (41) and the large forward gear (43) to rotate together, and then the cone body (48) is slid in this state. Axis (22
) on the forward/reverse shaft (7) by hydraulically operating the forward/reverse friction plate (
18) to the friction surface (20) of the Kratuna housing (4).
When pressed into contact with the clutch housing (4), the power is transferred to the clutch housing (4),
The power is transmitted in this order to the forward/reverse shaft (7), the first forward gear small gear (11), the forward large gear (43), the cone body (48), and the output shaft (41), which is the first forward gear. Furthermore, with the same cone clutch (B) in the engaged state, the sliding shaft (22) is operated in the same manner, and the second forward speed shaft (13
) is pressed against the clutch housing (4), the power from the clutch housing (4) is
2 forward speed small gear (15), 2 forward speed first intermediate gear (52)
), the second intermediate gear (53), the third and fourth intermediate gears (54, 55) to the large forward gear (43), and from this forward input gear (43) the output shaft ( 41
) power is transmitted to the This is the second forward speed, and the second forward speed normally has a larger reduction ratio than the first forward speed. When traveling in reverse, the V lever clutch (A) section n;
) and the output shaft (41). In this state,
The power from the clutch housing (4) is transmitted to the forward/reverse shaft (7).
), reverse small gear (10), reverse intermediate gear (51), reverse large gear (42), and output shaft (41) in this order. In addition, (56) shows the shaft joint attached to the output shaft (41) which protrudes rearward from the reduction gear/reverser case (1).

Effects As described above, in the present invention, the power of the drive body connected to the engine side is transmitted to the drive body by switching between two directions, 1st forward speed and 2nd forward speed, using a mechanical friction plate clutch. Furthermore, since the power transmitted through one of the transmission paths is switched to the forward and backward directions and transmitted to the output shaft by the cone clutch, the conventional forward direction 1 is
Unlike a unit equipped with a hydraulic multi-disc clutch for each of second gear and reverse, it is lightweight and can be manufactured at low cost. Unlike conventional cone clutches, one cone clutch can be arranged without taking up a large space by effectively utilizing the space on the output shaft, and therefore has the effect of being able to be configured compactly. In addition, with the hydraulic multi-disc clutch, as mentioned above, the hydraulic multi-disc clutch on the reverse side generates drag resistance when traveling forward, and the hydraulic multi-disc clutch on the forward side generates drag resistance when traveling in reverse, resulting in power loss. However, in the device of the present invention, at least in the cone clutch portion, the disengaged contact surfaces are completely separated, so there is no disadvantage of causing such drag resistance. Fuel consumption can be improved.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view showing the whole of the speed reduction/reversing machine of the present invention, and FIG. 2 is a schematic explanatory view showing the meshing state of each gear. (4 torque clutch housing (driver), (41) -
Output shaft, (A) - mechanical friction plate clutch, (B) - cone clutch. Patent Applicant: Yanmar Diesel Co., Ltd. Representative Patent Attorney Hisashi Kimoto

Claims (1)

[Claims] A mechanical friction plate clutch that switches the power on the drive side connected to the engine side into two directions, 1st forward speed and 2nd speed, and transmits it to the output shaft side, and the power is transmitted via the mechanical friction plate clutch. A marine speed reduction/reversing machine characterized by comprising a cone clutch that forwards or reverses the power of one of the first and second forward speeds and transmits the same to an output shaft.