JPS6228558Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a marine reduction gear in which the main engine drives an auxiliary machine in addition to a propulsion machine.

In the shipbuilding industry, there is an increasing demand for energy-saving engine room layouts, and in particular, by driving auxiliary equipment with a portion of the main engine output, the main engine output can be used effectively to save energy and labor. Marine speed reducers that are capable of

When using such a marine reducer to drive the auxiliary equipment using main engine power while berthed, it is possible to set the blade angle of the propulsion propeller to 0 degrees so that no propulsive force is produced, and then use the main engine power to drive the auxiliary equipment. Although it is possible, actual use would be subject to various restrictions because the propulsion machine rotates. Additionally, as shown in Fig. 1, it has been considered to connect the propulsion shaft to the reducer c via a propulsion housing a and a joint b having a joint cover b' to prevent tooth contact changes due to alignment changes from the propulsion shaft. However, it had the drawbacks of a complex structure and troublesome installation.

Therefore, the coupling b in Fig. 1 was replaced with a fitting/disengaging mechanism having a movable sleeve for fitting/uncoupling the coupling e provided on the propulsion shaft d and the coupling g provided on the reducer output shaft h, as shown in Fig. 2. , propulsion shaft d
It was also proposed to transmit or cut off power to the propulsion shaft d due to hull deformation, temperature changes, etc.
There was a risk that the shaft center of the drive shaft and the shaft center of the output shaft h of the speed reducer would be misaligned as shown in FIG. 2, and that the movable sleeve would come into contact with the coupling e of the propulsion shaft d and could not be fitted.

Furthermore, there was a proposal to install a multi-plate clutch on the propeller shaft, but the clutch capacity would be extremely large, making installation difficult, and due to deformation of the hull, etc., it was not possible to expect the lining to contact evenly.

The present invention eliminates these drawbacks by fixing small gears to each of the two rotating shafts rotated by the main engine, and making the output shaft rotatable at the center of the large gear that meshes with the small gears. The large gear and the output shaft are each supported by bearings installed in one reduction gear chamber, and the power is transmitted from the large gear to the output shaft when the gear is fitted between the large gear and the output shaft. A fitting/disengaging mechanism is provided to prevent power from being transmitted from the large gear to the output shaft during disengagement, and an auxiliary machine is connected to one of the two rotating shafts via a power transmission means comprising a gear and a clutch. The gist of this invention is a marine reducer characterized by a fixed gear that rotates the gear.

Next, an embodiment of the present invention will be described with reference to FIG.
meshes with one large gear 7. A gear 8 is further attached to the rotating shaft 4 of one of the main engine joints 2, and the auxiliary machine is rotated from this gear 8 via a power transmission means comprising a gear and a clutch (not shown).

A hollow large gear shaft 9 located at the center of the large gear 7
An output shaft 10 rotatably passes through the center of the large gear shaft 9 concentrically with the large gear shaft 9, and the large gear shaft 9 and the output shaft 10 are connected to one reduction gear chamber 11 as shown in FIG.
The shaft is supported by bearings 12, 13 and 14 attached to the shaft.

A propulsion device (not shown) is connected to the left side of the output shaft 10 in the figure, and the thrust generated by the propulsion device is received by the reduction chamber 11 via the main thrust element 15. In addition, in the deceleration compartment 11,
A small thrust element 16 for the large gear 7 is also provided.

A coupling 18 is attached to the right end of the large gear shaft 9 in the drawing via a joint flange 17, and a coupling 19 is attached to the right end of the output shaft 10 as well, coaxially with the coupling 18 described above. A guide sleeve 20 is provided on the outer periphery of the couple ring 19 and is slidable in the axial direction along the outer periphery of the couple ring 19, and a moving sleeve 21 is attached to the left side of the guide sleeve 20. When the moving sleeve 21 is in the position shown in FIGS. 3 and 4,
Power is not transmitted from the coupling ring 18 to the coupling ring 19 and then to the output shaft 10, but the movable sleeve 21 has moved to the left from the position shown in FIGS. 3 and 4 and is also fitted into the coupling ring 18. Then, from the coupling ring 18 to the moving sleeve 2
1 to the coupling 19, which in turn extends to the output shaft 10.
Power transmission begins to take place. In this way, the coupling rings 18, 19 and the moving sleeve 21 are
It constitutes a fitting/disengaging mechanism.

Since the large gear shaft 9 and the output shaft 10 are supported by bearings 12, 13, and 14 installed in one reduction casing 11, concentricity may be lost due to the influence of hull deformation. Therefore, coupling 1
8 and 19 are always held on the same axis, and the movable sleeve 21 attached to the guide sleeve 20 can easily engage and disengage the coupling ring 18 while moving along the outer periphery of the coupling ring 19. can.

Since the output shaft 10 is sufficiently long, the bearing 14 that pivotally supports the output shaft 10 is extremely unlikely to be affected by shaft system alignment changes, and the large gear 7
is isolated from the output shaft 10 in terms of bending rigidity by the coupling ring 18 and the movable sleeve 21, so that changes in shaft system alignment do not affect the tooth contact between the large gear 7 and the small gears 5 and 6.

The present invention allows the auxiliary machinery to be driven by one or more main engines without rotating the propulsion device, eliminating the need for an engine dedicated to the auxiliary machinery that conventionally drove the auxiliary machinery. The interior layout can be simplified and made more compact, and by reducing the number of engines, fuel costs, maintenance and inspection costs can be reduced, and labor can be saved.

Furthermore, a reduction gear that is not affected by shaft system alignment changes can be obtained, resulting in stable tooth contact, improved reliability, and ease of installation.

[Brief explanation of the drawing]

FIGS. 1 and 2 are explanatory diagrams of a conventional device, FIG. 3 is a partial sectional view showing a developed gear train of an embodiment of the present invention, and FIG. 4 is a longitudinal sectional view of an embodiment of the present invention. . 1, 2... Main engine joint, 5, 6... Small gear, 7
... Large gear, 10 ... Output shaft, 11 ... Reduction vehicle chamber, 12, 13, 14 ... Bearing, 18, 19 ...
Cup ring, 21...Moveable sleeve.

Claims (1)

[Scope of utility model registration request] A small gear is fixed to each of two rotating shafts rotated by the main engine, and an output shaft is rotatably passed through the center of a large gear that meshes with the small gear, and the large gear and the output shaft are connected to one another. Each shaft is supported by a bearing installed in the reduction gear chamber, and between the large gear and the output shaft,
A mating/disassembly mechanism is provided in which power is transmitted from the large gear to the output shaft when mated, and power is not transmitted from the large gear to the output shaft when disengaged. A marine speed reducer, characterized in that a gear for rotating an auxiliary machine is fixed through a power transmission means having a clutch and a clutch.