JPS6347309Y2 - - Google Patents
Info
- Publication number
- JPS6347309Y2 JPS6347309Y2 JP1983027718U JP2771883U JPS6347309Y2 JP S6347309 Y2 JPS6347309 Y2 JP S6347309Y2 JP 1983027718 U JP1983027718 U JP 1983027718U JP 2771883 U JP2771883 U JP 2771883U JP S6347309 Y2 JPS6347309 Y2 JP S6347309Y2
- Authority
- JP
- Japan
- Prior art keywords
- port
- oil
- hydraulic oil
- clutch
- side hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000003921 oil Substances 0.000 claims description 36
- 239000010720 hydraulic oil Substances 0.000 claims description 28
- 230000007935 neutral effect Effects 0.000 claims description 22
- 230000001105 regulatory effect Effects 0.000 claims description 20
- 230000001050 lubricating effect Effects 0.000 claims description 6
- 239000003638 chemical reducing agent Substances 0.000 claims description 3
- 239000012530 fluid Substances 0.000 claims description 3
- 230000008878 coupling Effects 0.000 description 5
- 238000010168 coupling process Methods 0.000 description 5
- 238000005859 coupling reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 239000010687 lubricating oil Substances 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000033001 locomotion Effects 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000037431 insertion Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000000314 lubricant Substances 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Gear-Shifting Mechanisms (AREA)
Description
【考案の詳細な説明】
本考案は主として舶用減速逆転機のつれ廻り防
止装置に関するもので、減速逆転機の中立時に出
力軸上の油圧ブレーキに油圧をかけてつれ廻りを
確実に防止することを目的としている。[Detailed description of the invention] The present invention mainly relates to a tangle prevention device for a marine reduction/reversing gear, which applies hydraulic pressure to the hydraulic brake on the output shaft when the reduction/reversing gear is in the neutral state to reliably prevent tangle. The purpose is
一般に舶用減速逆転機内には湿式多板クラツチ
が採用されているがつれ廻り防止装置を持たない
ため、安価な高粘度の潤滑油を使用すると減速逆
転機中立時につれ廻りが生じ、プロペラを確実に
停止させることができない。この対策として低粘
度潤滑油（デキシロン油等）を採用することも考
えられるが、その場合は高価であり、ユーザーに
そのような低粘度潤滑油を使用するよう説得する
ことが困難な場合が生ずる。従来又つれ廻りが激
しい場合は摩擦板の枚数を減らしたり、クラツチ
作動筒戻しばねを強化する対策が採られている
が、前後進の作動筒内容積、ストロークあるいは
摩擦板枚数の違い等により、前進・後進のつれ廻
りバランスを取ることが困難な場合が多い。特に
前進２速、後進１速の減速機の場合、前進クラツ
チは４個（各速度段に２個）、後進クラツチは１
個であるため、中立時に前後進のつれ廻りトルク
のバランスが取れず、油の粘性に起因して前進ク
ラツチによる前進方向のつれ廻りトルクが勝り、
プロペラの前進方向への微速回転が避けられな
い。寒冷時は粘性が高く、プレートが密着しやす
いため、上記傾向は強く、出入港時における操船
の安全性に問題がある。単板式クラツチの先行技
術としては実公昭55−24431があるが、多板式に
は採用不可能である。 Generally, a wet multi-plate clutch is used in a marine reduction/reversing gear, but it does not have a device to prevent rotation, so if an inexpensive high-viscosity lubricant is used, rotation will occur when the gear is in neutral, making it difficult to securely maintain the propeller. cannot be stopped. As a countermeasure to this problem, it may be possible to adopt low-viscosity lubricating oil (such as Dexilon oil), but in that case it would be expensive and it may be difficult to persuade users to use such low-viscosity lubricating oil. . Conventionally, when the tangle is severe, measures have been taken to reduce the number of friction plates or strengthen the clutch actuating cylinder return spring, but due to differences in the internal volume of the actuating cylinder in forward and backward movement, stroke, or number of friction plates, etc. It is often difficult to maintain balance between moving forward and backward. In particular, in the case of a reducer with two forward speeds and one reverse speed, there are 4 forward clutches (2 for each speed stage) and 1 reverse clutch.
Because of this, the drag torque in the forward and backward motions cannot be balanced when in neutral, and due to the viscosity of the oil, the drag torque in the forward direction by the forward clutch dominates.
Slow rotation of the propeller in the forward direction is unavoidable. In cold weather, the viscosity is high and the plates tend to stick together, so this tendency is strong and poses a problem in the safety of ship operation when entering and exiting port. The prior art for single-plate clutches is Utility Model Publication No. 55-24431, but it cannot be used for multi-plate clutches.
本考案は中立時に油圧ブレーキにより積極的に
出力軸を停止させようとするもので、次に図面に
より説明する。 The present invention attempts to actively stop the output shaft using a hydraulic brake when in neutral, and will be explained below with reference to the drawings.
第１図において１は減速逆転機のクラツチケー
ス、２は出力軸、３は出力軸カツプリングであ
る。クラツチケース１の外側面に出力軸蓋４が複
数個のボルト５により固定され、出力軸蓋４と出
力軸２の間にシール６が介装されている。クラツ
チケース１から突出した出力軸２の端部にカツプ
リング３が油圧嵌め等の手段により固定され、カ
ツプリング３とクラツチケース１の間のデツドス
ペース７内にデイスクブレーキ８が取り付けてあ
る。デイスクブレーキ８のデイスクプレート９は
カツプリング３のボス外周面上に焼嵌めにより固
定されており、デイスクプレート９の外周部は２
箇所においてデイスクブレーキ８の本体１０（キ
ヤリパー）内に入り込み、本体１０内において１
対のブレーキパツド１１に対向している。本体１
０はデイスクブレーキ取付台１２に固定されてお
り、取付台１２は複数個のボルト１３（第２図）
によりクラツチケース１に締着されている。本体
１０内のブレーキパツド１１はその背後のピスト
ン１４と共に１対のシリンダ１５に嵌挿されてお
り、シリンダ底部の油圧室１６は本体１０内の油
路１７を介して互に連通し、かつ口金１８とパイ
プ１９′（油路１９）を経て後述する前後進切換
弁２０に接続している。パイプ１９′は１対のブ
レーキデイスク８の油圧室を第２図のように接続
している。 In FIG. 1, 1 is a clutch case of a speed reduction/reversing machine, 2 is an output shaft, and 3 is an output shaft coupling. An output shaft cover 4 is fixed to the outer surface of the clutch case 1 with a plurality of bolts 5, and a seal 6 is interposed between the output shaft cover 4 and the output shaft 2. A coupling 3 is fixed to the end of the output shaft 2 protruding from the clutch case 1 by means such as hydraulic fitting, and a disc brake 8 is installed in a dead space 7 between the coupling 3 and the clutch case 1. The disc plate 9 of the disc brake 8 is fixed on the outer peripheral surface of the boss of the coupling ring 3 by shrink fitting, and the outer peripheral part of the disc plate 9 is
It enters the main body 10 (caliper) of the disc brake 8 at the point, and 1 inside the main body 10.
It faces a pair of brake pads 11. Main body 1
0 is fixed to a disc brake mounting base 12, and the mounting base 12 is secured to a plurality of bolts 13 (Fig. 2).
It is fastened to the clutch case 1 by. The brake pad 11 inside the main body 10 is fitted into a pair of cylinders 15 together with the piston 14 behind it, and the hydraulic chambers 16 at the bottom of the cylinders communicate with each other via an oil passage 17 inside the main body 10, and a base 18 It is connected to a forward/reverse switching valve 20, which will be described later, via a pipe 19' (oil passage 19). A pipe 19' connects the hydraulic chambers of a pair of brake discs 8 as shown in FIG.
後述する切換弁２０により減速逆転機中立時に
両デイスクブレーキ８の油圧室１６に油圧が供給
されると、ピストン１４がパツド１１をデイスク
プレート９に両側から同一面圧で押し付け、出力
軸２に対し制動力を加えることができる。 When hydraulic pressure is supplied to the hydraulic chambers 16 of both disc brakes 8 by a switching valve 20 (described later) when the deceleration/reversing gear is in neutral, the piston 14 presses the pad 11 against the disc plate 9 from both sides with the same surface pressure, and presses the pad 11 against the output shaft 2. Can add braking force.
第３図はデイスクブレーキ回路図であり、前後
進切換弁２０のブレーキ油口２２は油路１９を介
してデイスクブレーキ８に接続し、作動油口２３
は油路２４を経て作動油ポンプ２５の吐出口に接
続している。作動油ポンプ２５の吸込口は油溜り
２６のこし器２７に接続している。切換弁２０の
作動油口２８，２９はそれぞれ湿式多板前進クラ
ツチＦ、同後進クラツチＲに接続し、調圧口３０
は油路３１を経て一次調圧弁３２（緩嵌入弁）に
接続している。一次調圧弁３２は油路２４から分
岐した油路３３の途中に配置され、油路３３はこ
し器３４を経て各潤滑部３５に接続している。３
６は二次調圧弁である。 FIG. 3 is a disc brake circuit diagram, in which the brake oil port 22 of the forward/reverse switching valve 20 is connected to the disc brake 8 via an oil path 19, and the hydraulic oil port 23 is connected to the disc brake 8 via an oil path 19.
is connected to a discharge port of a hydraulic oil pump 25 via an oil passage 24. A suction port of the hydraulic oil pump 25 is connected to a strainer 27 of an oil sump 26 . Hydraulic oil ports 28 and 29 of the switching valve 20 are connected to a wet multi-disc forward clutch F and a reverse clutch R, respectively, and are connected to a pressure regulating port 30.
is connected to a primary pressure regulating valve 32 (loose fitting valve) via an oil passage 31. The primary pressure regulating valve 32 is arranged in the middle of an oil passage 33 branched from the oil passage 24, and the oil passage 33 is connected to each lubricating section 35 via a strainer 34. 3
6 is a secondary pressure regulating valve.
切換弁２０内のコツク２０′は第３図に示す中
立時にブレーキ油口２２と作動油口２３を繋ぐバ
イパス３８を備え、従つて前進又は後進位置から
第３図の中立位置へ切り換えられた直後には、油
路２４内の高圧のクラツチ作動油（例えば15Kg／
cm2）がバイパス３８、油路１９を経てデイスクブ
レーキ８に供給され（第４図）、引き続き一次調
圧弁３２の作用により油圧は潤滑油に相当する低
圧（例えば2.5〜３Kg／cm2）まで低下するように
なつている。即ち第３図のように切換弁２０が中
立位置に切り換えられると、それまで前進クラツ
チＦ又は後進クラツチＲに接続して高圧状態であ
つた作動油口２８，２９と調圧口３０がドレーン
油路４０に接続するため、油路３１から一次調圧
弁３２に作用していた油圧が消え、一次調圧弁３
２の設定圧が下がり、油路２４が潤滑圧まで低下
し、このためデイスクブレーキ８への供給油圧は
第４図のように変化する。なお第５図Ａ，Ｂは中
立時、第６図は前進又は後進時を示しており、第
５図の中立時にはバイパス３８から油路１９を経
てデイスクブレーキ８に油圧が供給され、デイス
クプレート９がパツド１１により制動力を受けて
いる。第６図の前進又は後進時には、油路１９は
バイパス４１を経てドレーン口４０に接続し、デ
イスクブレーキ８はデイスクプレート９を解放し
ている。 The cock 20' in the switching valve 20 is equipped with a bypass 38 that connects the brake oil port 22 and the hydraulic oil port 23 during the neutral state shown in FIG. 3, and therefore immediately after being switched from the forward or reverse position to the neutral position shown in FIG. In this case, high-pressure clutch hydraulic oil (for example, 15 kg/
cm 2 ) is supplied to the disc brake 8 via the bypass 38 and the oil path 19 (Fig. 4), and then by the action of the primary pressure regulating valve 32, the oil pressure is reduced to a low pressure equivalent to lubricating oil (for example, 2.5 to 3 Kg/cm 2 ). It is starting to decline. That is, when the switching valve 20 is switched to the neutral position as shown in Fig. 3, the hydraulic oil ports 28, 29 and the pressure regulating port 30, which had been connected to the forward clutch F or reverse clutch R and were in a high pressure state, become drain oil. 40, the hydraulic pressure acting on the primary pressure regulating valve 32 from the oil channel 31 disappears, and the primary pressure regulating valve 3
2 is lowered, the oil passage 24 is lowered to the lubricating pressure, and therefore the oil pressure supplied to the disc brake 8 changes as shown in FIG. In addition, FIGS. 5A and 5B show the neutral state, and FIG. 6 shows the state of moving forward or backward. In the neutral state shown in FIG. is receiving braking force from pad 11. When moving forward or backward in FIG. 6, the oil passage 19 is connected to the drain port 40 via the bypass 41, and the disc brake 8 releases the disc plate 9.
この実施例では舶用減速逆転機の前後進切換弁
２０とデイスクブレーキ８とを連動させ、中立時
に油圧にて制動力を与える構造となつている。即
ち前進、後進切換レバー２０ａを中立位置（第３
図）にした時、瞬時に高い作動油圧がデイスクブ
レーキ８に送圧され、そして緩かに潤滑圧まで油
圧が低下し、その間ブレーキトルクを発生させ
る。従つて中立時にプロペラ軸の回転を緩かに、
かつ可及的速やかに停止させる。このように前進
から中立、後進から中立といずれの経路で中立状
態にする場合にも、制動力が与えられ、前進又は
後進に切り換えた場合には瞬時にデイスクブレー
キ８は解除される。そして第１図のようにデイス
クブレーキ８を出力軸２端部のカツプリング３と
クラツチケース１の間に配置すると、その間のデ
ツドスペース７を有効に利用することができる。
又一次減圧弁３２は減速逆転機の嵌入時のシヨツ
ク音を低減させる目的で設けてあり（緩嵌入弁）、
この一次調圧弁３２があるため、中立位置へ切り
換えられた直後にはバイパス３８から油路１９を
経てデイスクプレート８に高いクラツチ作動油圧
が供給され、デイスクブレーキによる制動作用が
増し、つれ廻り防止効果が高まる。中立への切り
換え後はデイスクブレーキ８に潤滑圧が継続的に
供給され、引き続き出力軸に制動力を加えること
ができる。 In this embodiment, the forward/reverse switching valve 20 of the marine speed reduction/reversing gear is linked with the disc brake 8, so that braking force is applied using hydraulic pressure when in neutral. That is, the forward/reverse switching lever 20a is placed in the neutral position (third position).
At the time shown in Fig.), a high working oil pressure is instantaneously sent to the disc brake 8, and then the oil pressure slowly decreases to the lubricating pressure, during which time a brake torque is generated. Therefore, when in neutral, the propeller shaft should rotate slowly,
and stop it as soon as possible. In this way, braking force is applied in any path from forward to neutral or from reverse to neutral, and the disc brake 8 is instantly released when switching to forward or reverse. If the disc brake 8 is disposed between the coupling 3 at the end of the output shaft 2 and the clutch case 1 as shown in FIG. 1, the dead space 7 therebetween can be effectively utilized.
In addition, the primary pressure reducing valve 32 is provided for the purpose of reducing the shock noise when the speed reduction/reversing gear is inserted (slow insertion valve).
Because of the presence of this primary pressure regulating valve 32, immediately after switching to the neutral position, a high clutch operating pressure is supplied from the bypass 38 to the disc plate 8 via the oil passage 19, increasing the braking action of the disc brake and preventing the rotation. increases. After switching to neutral, lubricating pressure is continuously supplied to the disc brake 8, and braking force can be continuously applied to the output shaft.
以上説明したように本考案においては、作動油
ポンプ２５の吐出口に接続したポンプ側作動油口
２３と、減速逆転機の出力軸用の油圧ブレーキ８
に接続したブレーキ油口２２と、ドレーン口４０
と、一次調圧弁３２に接続した調圧口３０と、前
進クラツチＦ、後進クラツチＲにそれぞれ接続し
たクラツチ側作動油口２８，２９とを有する前後
進切換弁２０に、ポンプ側作動油口２３をブレー
キ油口２２に接続し調圧口３０と両クラツチ側作
動油口２８，２９を共にドレーン口４０に接続す
る中立位置と、ポンプ側作動油口２３を調圧口３
０と前進クラツチ側作動油口２８のみに接続し後
進クラツチ側作動油口２９をドレーン口４０に接
続する前進位置と、ポンプ側作動油口２３を調圧
口３０と後進クラツチ側作動油口２９のみに接続
し前進クラツチ側作動油口２８をドレーン口４０
に接続する後進位置とを備え、上記一次調圧弁３
２は作動油ポンプ２５と作動油口２３間の油路２
４から分岐して各潤滑部３５に至る油路３３の途
中にあつて調圧口３０から供給されるクラツチ油
圧の増加につれて設定圧が増加するようにしてい
るので、次のような特殊な効果が得られる。即ち
特に寒冷地における機関始動時のプロペラ回転を
防止することができる。又航走時から中立状態に
した場合のプロペラ回転を緩やかに停止させるこ
とができ、安全対策上有利である。特に前進２
速、後進１速の減速機の場合、前進クラツチ４
個、後進クラツチ１個となるため、つれ廻りトル
クは大であり、前進つれ廻りトルクを制動させる
上で本考案装置の装着は不可欠である。又本考案
によると出入港時における操船の安全性が高ま
る。 As explained above, in the present invention, the pump-side hydraulic oil port 23 connected to the discharge port of the hydraulic oil pump 25 and the hydraulic brake 8 for the output shaft of the reduction/reversing machine
Brake oil port 22 and drain port 40 connected to
A pump-side hydraulic oil port 23 is connected to the forward/reverse switching valve 20, which has a pressure regulating port 30 connected to the primary pressure regulating valve 32, and clutch-side hydraulic fluid ports 28, 29 connected to the forward clutch F and reverse clutch R, respectively. a neutral position where the pump side hydraulic oil port 23 is connected to the brake oil port 22 and the pressure adjustment port 30 and both clutch side hydraulic oil ports 28 and 29 are connected to the drain port 40;
0 and the forward position where only the forward clutch side hydraulic oil port 28 is connected and the reverse clutch side hydraulic oil port 29 is connected to the drain port 40, and the pump side hydraulic oil port 23 is connected to the pressure regulating port 30 and the reverse clutch side hydraulic oil port 29. Connect the forward clutch side hydraulic oil port 28 to the drain port 40.
and a reverse position connected to the primary pressure regulating valve 3.
2 is an oil passage 2 between the hydraulic oil pump 25 and the hydraulic oil port 23
The setting pressure increases as the clutch oil pressure supplied from the pressure regulating port 30 increases as the clutch oil pressure is supplied from the pressure regulating port 30 in the middle of the oil path 33 branching from the clutch 4 and reaching each lubricating part 35, so that the following special effects can be achieved. is obtained. That is, it is possible to prevent the propeller from rotating when starting the engine, especially in cold regions. Furthermore, when the vehicle is brought into a neutral state during cruising, the rotation of the propeller can be gradually stopped, which is advantageous in terms of safety. Especially forward 2
For a speed reducer with 1 speed and 1 reverse speed, forward clutch 4
Since there is only one reverse clutch, the drag torque is large, and the installation of the device of the present invention is essential for braking the forward drag torque. Furthermore, according to the present invention, the safety of ship operation when entering and exiting a port is improved.
更に本考案によると、従来切換弁の中に前後進
クラツチ用の比較的高い作動油圧を保持している
箇所があり、この部分の圧力を切換弁を中立にし
た時に利用し、出力軸に装着した油圧ブレーキに
供給し、出力軸に当初大きく、その後軽減する制
動力を与えうるため制動効果が高い。なお本考案
を具体化する時、デツドスペース７を利用して油
圧止バンドブレーキを採用することもできる。 Furthermore, according to the present invention, there is a part in the conventional switching valve that holds relatively high hydraulic pressure for the forward/reverse clutch, and the pressure in this part is used when the switching valve is set to neutral, and the valve is mounted on the output shaft. The braking effect is high because it can supply a large amount of braking force to the output shaft at first and then reduce it later. Furthermore, when embodying the present invention, it is also possible to use the dead space 7 to employ a hydraulic stop band brake.
第１図は一部縦断側面図、第２図は第１図の
−矢視図、第３図はデイスクブレーキ回路図、
第４図は油圧と時間の関係を示すグラフ、第５図
Ａ，Ｂは中立時における切換弁の部分縦断面図と
垂直横断面を含む構造図、第６図は前進又は後進
時における第５図に対応する図面である。２……
出力軸、８……デイスクブレーキ、２０……前後
進切換弁、Ｆ……前進クラツチ、Ｒ……後進クラ
ツチ。
Fig. 1 is a partially longitudinal side view, Fig. 2 is a - arrow view of Fig. 1, Fig. 3 is a disc brake circuit diagram,
Figure 4 is a graph showing the relationship between oil pressure and time, Figures 5A and B are structural diagrams including a partial longitudinal section and a vertical cross section of the switching valve when in neutral mode, and Figure 6 is a graph showing the relationship between hydraulic pressure and time. FIG. 2...
Output shaft, 8... Disc brake, 20... Forward/reverse switching valve, F... Forward clutch, R... Reverse clutch.
Claims (1)
作動油口２３と、減速逆転機の出力軸用の油圧ブ
レーキ８に接続したブレーキ油口２２と、ドレー
ン口４０と、一次調圧弁３２に接続した調圧口３
０と、前進クラツチＦ、後進クラツチＲにそれぞ
れ接続したクラツチ側作動油口２８，２９とを有
する前後進切換弁２０に、ポンプ側作動油口２３
をブレーキ油口２２に接続し調圧口３０と両クラ
ツチ側作動油口２８，２９を共にドレーン口４０
に接続する中立位置と、ポンプ側作動油口２３を
調圧口３０と前進クラツチ側作動油口２８のみに
接続し後進クラツチ側作動油口２９をドレーン口
４０に接続する前進位置と、ポンプ側作動油口２
３を調圧口３０と後進クラツチ側作動油口２９の
みに接続し前進クラツチ側作動油口２８をドレー
ン口４０に接続する後進位置とを備え、上記一次
調圧弁３２は作動油ポンプ２５と作動油口２３間
の油路２４から分岐して各潤滑部３５に至る油路
３３の途中にあつて調圧口３０から供給されるク
ラツチ油圧の増加につれて設定圧が増加するよう
にしたことを特徴とする減速逆転機のつれ廻り防
止装置。 A pump-side hydraulic oil port 23 connected to the discharge port of the hydraulic oil pump 25, a brake oil port 22 connected to the hydraulic brake 8 for the output shaft of the reduction/reversing machine, a drain port 40, and a primary pressure regulating valve 32. Pressure adjustment port 3
0 and clutch side hydraulic oil ports 28 and 29 connected to the forward clutch F and reverse clutch R, respectively.
is connected to the brake fluid port 22, and the pressure regulating port 30 and both clutch side hydraulic fluid ports 28 and 29 are connected to the drain port 40.
a neutral position where the pump side hydraulic oil port 23 is connected only to the pressure regulating port 30 and the forward clutch side hydraulic oil port 28 and a forward position where the reverse clutch side hydraulic oil port 29 is connected to the drain port 40; Hydraulic oil port 2
3 is connected only to the pressure regulating port 30 and the reverse clutch side hydraulic oil port 29, and the forward clutch side hydraulic oil port 28 is connected to the drain port 40. It is located in the middle of the oil path 33 branching from the oil path 24 between the oil ports 23 and reaching each lubricating part 35, and is characterized in that the set pressure increases as the clutch oil pressure supplied from the pressure regulating port 30 increases. An anti-tangle device for a speed reducer and reverse gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2771883U JPS59132943U (en) | 1983-02-25 | 1983-02-25 | Anti-tangling device for deceleration and reversing gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2771883U JPS59132943U (en) | 1983-02-25 | 1983-02-25 | Anti-tangling device for deceleration and reversing gear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59132943U JPS59132943U (en) | 1984-09-06 |
| JPS6347309Y2 true JPS6347309Y2 (en) | 1988-12-07 |
Family
ID=30158600
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2771883U Granted JPS59132943U (en) | 1983-02-25 | 1983-02-25 | Anti-tangling device for deceleration and reversing gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59132943U (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104321249B (en) * | 2012-05-10 | 2016-12-14 | 三星重工业有限公司 | Ship's propeller and possess this angle of rake boats and ships |
| JP2016165926A (en) * | 2015-03-09 | 2016-09-15 | ヤンマー株式会社 | Reduction reverse gear |
| JP2016165928A (en) * | 2015-03-09 | 2016-09-15 | ヤンマー株式会社 | Reduction reverse gear |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5717147U (en) * | 1980-07-03 | 1982-01-28 |
-
1983
- 1983-02-25 JP JP2771883U patent/JPS59132943U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5717147U (en) * | 1980-07-03 | 1982-01-28 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59132943U (en) | 1984-09-06 |
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