JPS6114690Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a two-speed forward speed reducing/reversing gear for marine vessels.

Figures 1 and 2 show a conventional two-speed forward speed reducing/reversing gear for marine vessels. In the one in Figure 1, the reverse shaft is directly connected to the engine side, and the input shaft
The reverse small gear 2 attached to this input shaft 1 is meshed with the output large gear 13 and transmitted directly from the reverse shaft, and the forward power is transferred to the forward input gear 3 similarly attached to the input shaft 1. Each speed input gear 6 provided on the first forward speed shaft 4 and the second forward speed shaft 5 provided on the side of the
7, and these respective forward first speed shafts 4 and forward speed 2
The small gears 8 and 9 of the speed shaft 5 are meshed with the large gear 13,
These are the means by which information is transmitted. 1
0, 10, 10 are clutches for reverse and 1st and 2nd forward speeds. On the other hand, in the case shown in FIG. 2, the reverse shaft is the input shaft 1, as in FIG. A pair of symmetrical left and right forward 1st speed shafts 4, 4 and 2nd forward speed shafts 5, 5 are arranged on the side of the shaft 1. The input gears 6 and 7 are meshed with the input gear 3 attached to the input shaft 1, and in the first forward speed, the transmission is transmitted from the small gear 8 attached to the first forward speed shaft 4 to the large gear 13, and in the second forward speed. is an intermediate gear 1 between the second forward speed small gear 9 attached to the second forward speed shaft 5 and the small gear 8 of the first forward speed shaft 4.
1 is provided on the intermediate shaft 12, and power is transmitted from the intermediate gear 11 to the output large gear 13 via the forward small gear 8. 10, 10... are clutches for each speed attached to each shaft.

However, in the above-mentioned conventional gear, the first forward speed is mainly used for cruising, and the second forward speed, which has a larger reduction ratio, is used for work, and the frequency of use is less than that of the first forward speed. In the case shown in Fig. 1 above, the reverse shaft is the input shaft 1, and the first forward speed is the first forward speed that is attached to the first forward speed shaft 4 on the side of the input shaft 1. Input gear 6
, the number of intervening gears is greater than in the case of reverse movement, and therefore the mechanical loss is correspondingly larger. Therefore, in the one shown in FIG. 1, the mechanical loss in the first forward speed, which is the most frequently used gear, is large, and therefore, when viewed as a whole, it has the disadvantage that the fuel consumption increases accordingly. This drawback is that the reverse shaft is the input shaft 1.
The same is true in FIG. 2 where the speed is 1, and there is still a large number of intervening gears in the case of 1 forward speed, resulting in a large mechanical loss. Furthermore, in the one shown in FIG. 1, the second forward speed small gear 9 is
Large gear 13 that is always on a different axis from the input gear 3 axis
must be in mesh with each other, so forward movement 2
It is difficult to rotate the input gear 7 on the speed side around the input shaft and change the arrangement of the second forward speed input gear 7 and the second forward speed small gear 9 up and down.
On the other hand, also in the one shown in FIG. 2, the second forward speed small gear 9 must always be in mesh with the intermediate gear 11, and the input gear 7 must be freely rotated around the input shaft 3 on the reverse side. The drawback is that the mounting position cannot be changed.

This invention was made with the aim of eliminating the above-mentioned conventional drawbacks, and its configuration includes providing a drive input gear for the second forward speed on the drive side of the first forward speed clutch connected to the engine side, Similarly, on the driven side of the 1st forward speed clutch, a small forward gear that meshes with the large output gear and a driven intermediate gear for 2nd forward speed are connected so as to rotate together. It is characterized in that a driven input gear on the drive side of the forward 2-speed clutch provided in the 2-speed forward clutch is meshed with the drive input gear, and a drive intermediate gear for the 2nd forward speed on the driven side of the 2-speed forward clutch is meshed with the driven intermediate gear.

In other words, in this invention, the first forward speed is the input side, and the mechanical loss of the most frequently used first speed is small, and the drive intermediate gear for the second forward speed is connected to the second forward speed on the first forward speed shaft. Therefore, the input gear on the 2nd forward speed shaft and the driving intermediate gear for 2nd forward speed can be rotated freely around the 1st forward speed shaft, and the mounting height can be adjusted. can be changed.

Hereinafter, the configuration of this invention will be explained based on the drawings showing one embodiment.

First, in FIG. 3, reference numeral 21 denotes a reduction/reversing machine case, and an input shaft 22 in the longitudinal direction is mounted on the upper side of the reducing/reversing machine case 21. On the front side of the input shaft 22, A drive-side first forward speed clutch housing 24 having a second forward speed drive input gear 23 formed on its outer periphery is fitted. The front side of the clutch housing 24 protrudes forward from the speed reducer/reverser case 21 and is connected to the flywheel 25 of the engine via a shaft coupling 44 fixed to the front end of the clutch housing 21. On the other hand, on the rear side of the input shaft 22, a small forward gear 26 with a small diameter is also provided.
An integral gear train 28 having two forward and rear driven intermediate gears 27 of relatively large diameter is loosely fitted into the gear train 28.
The boss 29 of this gear train 28 is inserted into the clutch housing 24 for the first forward speed, and the boss 29
Hydraulic multi-plate advancement 1 provided between the housing 24 and the housing 24
The speed clutch 30 is configured to transmit power from the clutch housing 24 on the driving side to the forward pinion 26 on the driven side.

Next, an output shaft 32 fitted with an output large gear 31 is mounted below the input shaft 22, and this output large gear 31 is constantly meshed with the forward small gear 26 to generate the first forward speed. configured to receive.

Similarly, on the side of the input shaft 22, there is a fourth
As shown in the figure and FIG. 5, the second forward speed shaft 33 is also mounted on the case 21,
A second forward speed clutch housing 35 having a second forward speed driven input gear 34 formed on its outer periphery is fitted onto the front side of the input shaft 22 . It is constantly meshed with the drive input gear 23 for the second forward speed. Similarly, on the rear side of the second forward speed shaft 33, a relatively large-diameter driving intermediate gear 36 for the second forward speed is loosely fitted, and the boss 37 of this intermediate gear 36 extended forward is connected to the forward second speed drive gear 36. inserted into the second-speed clutch housing 35,
Power is transmitted from the second forward speed input gear 34 to the second forward speed driving intermediate gear 36 via a hydraulic multi-plate clutch 38 provided between the two, and furthermore, the intermediate gear 36 is connected to the input shaft. 22 advance 2
It is always meshed with the driven intermediate gear 27 for speed.

On the other hand, a reverse shaft 39 is mounted on the opposite side of the second forward speed shaft 33, and a reverse clutch housing 41 having a reverse input gear 40 formed on its outer periphery is mounted on the front side of the reverse shaft 39. The reverse input gear 40 is always engaged with the drive input gear 23 for the second forward speed, similarly to the driven input gear 34 for the second forward speed. Similarly, on the rear side of the reverse shaft 39, there is an output large gear 31 similar to the forward small gear 26.
A reverse pinion gear 42 that is always meshed with the rear pinion is loosely fitted, and the boss 43 of the reverse pinion 42 that extends forward is inserted into the reverse clutch housing 41, and a hydraulic multi-plate reverse clutch 44 provided between the two is inserted into the reverse clutch housing 41. Through,
Reverse power is transmitted from the reverse input gear 40 to the reverse small gear 42 .

Now, to explain the power transmission path based on the above configuration, firstly, when the first forward speed clutch 30 is operated to enter the first forward speed, the forward small gear is transmitted from the first forward speed clutch housing 24 connected to the engine side. 26 , and from the forward small gear 26 to the output large gear 31 . Next, when the forward 2nd speed clutch 38 is operated to shift to the forward 2nd speed, the power transmitted from the engine to the forward 2nd speed drive input gear 23 is transferred to the forward 2nd speed driven input gear 34 and the forward 2nd speed clutch 38. The signal is transmitted to the drive intermediate gear 36 for the second forward speed. Since the driving intermediate gear 36 for the second forward speed is always in mesh with the driven intermediate gear 27 for the second forward speed, the driving intermediate gear 36 for the second forward speed is in mesh with the driven intermediate gear 27 for the second forward speed. Forward power is transmitted to the output large gear 31 via the forward small gear 26 . Furthermore, when the forward clutch 44 is actuated to shift into reverse, the transmission is transmitted from the reverse input gear 40 meshing with the drive input gear 23 for second forward speed to the reverse pinion gear 42 via the reverse clutch 44. and is transmitted to the output large gear 31.

The present invention has the above-mentioned configuration, and in this way, in the present invention, the drive side of the first forward speed clutch is connected to the engine side, a forward small gear is provided on the driven side of the clutch, and the small gear is connected to the output large gear. Because they are meshed together, the power from the engine is transmitted directly to the small gear without going through an extra gear before the small gear, reducing mechanical loss in the first forward gear, which is the most frequently used gear, and improving overall efficiency. It is possible to reduce fuel consumption. In addition, in the present invention, the driven input gear 34 for forward 2nd speed is connected to the drive input gear 23 for 2nd forward speed on the 1st forward speed shaft, and the drive intermediate gear 36 for 2nd forward speed is connected to the drive input gear 23 for 2nd forward speed on the 1st forward speed shaft. It is only necessary that they mesh with the driven intermediate gear 27 for 2nd speed, and therefore, the driven input gear 34 for 2nd forward speed and the driving intermediate gear 36 can be freely moved as long as they do not interfere with other gears etc. on the 1st forward speed shaft. Therefore, if there is a limit to the height of the entire reversing machine, the height can be lowered by installing these gears 34 and 36 on the sides as shown in Fig. 4. On the other hand, when the width is limited, these gears 34,
36 can be moved upwards to make the width smaller, which greatly expands the degree of freedom in design compared to conventional models.The effect is that the height and width of the entire reversing machine can be arbitrarily changed according to requirements. is obtained. Furthermore,
In the present invention, since there is no need to provide an intermediate shaft, the overall structure can be made compact and have a good appearance, and in the same way, most of the parts of the forward one-speed type with the forward side as the input part can also be used. It has the advantage of being inexpensive to manufacture.

[Brief explanation of the drawing]

Fig. 1 is a perspective view showing a conventional example, Fig. 2 is a schematic perspective view showing another conventional example, Fig. 3 is a vertical cross-sectional view of the case portion of the speed reducer/reverser in the embodiment of the present invention, and Fig. 4 is the same. FIG. 5 is a schematic view showing the meshing state of the gears, and is a sectional view taken along the line A-A in FIG. 4. 23... Drive input gear for 2nd forward speed, 26... Forward small gear, 27... Driven intermediate gear for 2nd forward speed, 3
0...Forward 1st speed clutch, 31...Output large gear,
34... Driven input gear for 2nd forward speed, 36... Drive intermediate gear for 2nd forward speed, 38... 2nd forward speed clutch.

Claims (1)

[Scope of utility model registration request] A drive input gear for 2nd forward speed is provided on the drive side of the 1st forward speed clutch connected to the engine side, and a small forward gear that meshes with the large output gear and a 2nd forward speed drive input gear are also provided on the driven side of the 1st forward speed clutch. and a driven intermediate gear for integral rotation.
A second forward speed clutch drive side driven input gear provided on the side of the speed clutch is meshed with the drive input gear, and a second forward speed drive intermediate gear on the driven side of the forward second speed clutch is meshed with the driven intermediate gear. A two-speed forward speed reducer/reverse gear for marine vessels.