WO2010001921A1

WO2010001921A1 - Marine reduction and reverse gear and hydraulic device of marine reduction and reverse gear

Info

Publication number: WO2010001921A1
Application number: PCT/JP2009/062031
Authority: WO
Inventors: 三樹雄堀田; 隆行戸田; 契成島崎
Original assignee: ヤンマー株式会社
Priority date: 2008-07-01
Filing date: 2009-07-01
Publication date: 2010-01-07

Abstract

A marine reduction and reverse gear comprises a communication passage (309) extending from a hydraulic oil passage (210a), which is between a forward-reverse selector valve (206) and a hydraulic pump (202), to a lubricating oil passage (303a). A piping passage (307e) for detecting the hydraulic pressure in the hydraulic oil passage (210a) and a piping passage (307f) for detecting the hydraulic pressure in the lubricating oil passage are connected to a source pressure distribution plate (51). The source pressure distribution plate (51) is disposed at substantially the center on a hydraulic device mounting surface (10) provided to the marine reduction and reverse gear (1). The forward-reverse selector valve (206) and a hydraulic pressure detection means comprising pressure sensors (52a, 52b...) are disposed around the source pressure distribution plate (51). Also, an input shaft (2) is parallelly disposed between a first PTO output shaft (10) and a countershaft (6). A second PTO output shaft (5) is parallelly provided to an outer side-section of a countershaft (6) of a housing case (7). An auxiliary electricity generator (504) for small electric power is connected to the secondary PTO output shaft (5).

Description

Marine reduction gear reverser and hydraulic device for marine reduction reverse gear

The present invention relates to a technique for a marine speed reduction reversing machine.
More particularly, the present invention relates to a technique for facilitating piping work by collecting hydraulic oil and a lubricating oil outlet at one place without requiring a complicated branch path in a hydraulic device for a marine reduction reverse rotation machine.
The present invention also relates to a technique for efficiently supplying electric power according to the purpose of use of a power supply destination in a marine speed reduction reverser that enables transmission of power to a generator that supplies electric power to the ship.

Conventionally, a marine vessel propulsion device is composed of an engine and a marine speed reduction reverser for power transmission. After the engine driving force is decelerated by the marine speed reduction reverser, the screw connected to the speed reduction reverser is driven. It is the composition to do.
The marine speed reducer / reverse gear is provided with a plurality of hydraulic clutches for forward / reverse operation and PTO output, and the hydraulic control mechanism for controlling these hydraulic clutches utilizes the upper surface of the housing case. Are arranged. (For example, refer to Patent Document 1).
Further, in such a ship that is driven by a screw driven by an engine, the engine output has a surplus output compared to the ship load in each rotational speed range except at the maximum ship speed. For this reason, part of the output of the engine is converted into electric power by a generator provided in the propulsion device and used for inboard power or the like, or a battery is charged (see, for example, Patent Document 2). .
JP 2006-112471 A JP 2008-30749 A

By the way, the hydraulic oil path and the lubricating oil path that constitute the hydraulic control mechanism are provided with hydraulic pressure detection means including a plurality of pressure sensors such as an alarm sensor and a stop sensor. Depending on the specifications of the ship on which the marine speed reduction reverser is provided, it may be added or omitted. Therefore, depending on the specifications of the ship, it is necessary to branch from the hydraulic oil path or the lubricating oil path to provide a piping path and to pipe to the pressure sensor.

In such a case, since these pressure sensors are assembled using a limited space on the upper surface of the housing case, the installation location is limited. On the hydraulic circuit, the communication location of the pressure sensor is predetermined. For this reason, the location where hydraulic oil or lubricating oil is taken out is limited, and the routing of the piping path has become very complicated.
In addition, when the types of these pressure sensors increase due to changes in ship specifications, operator requests, etc., it is necessary to review the piping route each time. This has resulted in an increase in the number of parts and the number of assembly steps, and there is room for improvement in terms of economy.

On the other hand, when the generator as described in “Patent Document 1” is provided in the reduction reverse rotation machine, the capacity thereof is selected so as to correspond to the driving power of the side thruster with relatively large power consumption, the anchor hoisting winch or the like. The
Accordingly, it has been inefficient to supply electric power by the generator as lighting in a ship with relatively small power consumption or as an operation power source for operation devices.
In addition, in order to improve such inefficiency, if a separate power generation facility for low power is provided for the reduction reverse rotation machine, it is difficult to secure an installation space in the ship, which is economical. It was also a problem.

Therefore, the problem to be solved by the present invention is that in the hydraulic control mechanism of a marine reduction / reverse gear, the hydraulic oil and lubricating oil outlets are gathered in one place without requiring a complicated branch path, and the pressure sensor Another object of the present invention is to provide a technique for facilitating detection piping work in a plurality of hydraulic pressure detection means.

In addition, the problem to be solved by the present invention is that in a marine reduction / reverse motor equipped with a generator for supplying power to the ship, the power used for the ship is used for the purpose of use without providing a separate power generation facility. The purpose is to provide a technology for efficiently supplying in response.

The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.

That is, in claim 1, in a hydraulic device for a marine speed reduction reverser having a hydraulic clutch for forward / rearward travel, and connecting / disconnecting the hydraulic clutch by operating a switching valve, between the switching valve and a hydraulic power source. A communication path from the hydraulic oil path to the lubricating oil path is provided, and an oil path for detecting the hydraulic pressure of the hydraulic oil path and an oil path for detecting the hydraulic pressure of the lubricating oil path are connected to the original pressure distribution plate. The main pressure distribution plate is arranged at the approximate center on the hydraulic equipment mounting surface provided in the marine reduction reverse rotation machine, and the switching valve and the hydraulic pressure detecting means are arranged around the main pressure distribution plate.

According to a second aspect of the present invention, a plurality of oil pressure detecting means for disposing a device distribution plate in the vicinity of the original pressure distribution plate, communicating with each other via a pipe, and detecting the oil pressure of the lubricating oil path are disposed on the device distribution plate. It is set.

According to a third aspect of the present invention, an input shaft for inputting the driving force of the engine, an output shaft for decelerating and reversing the driving force and transmitting it to the screw, and a main generator are connected, and the driving force is supplied to the main generator. A first PTO output shaft that outputs, an intermediate shaft that reverses the driving force and transmits it to the output shaft, a housing case that supports these input shaft, output shaft, first PTO output shaft, and intermediate shaft; In the marine speed reduction reversing machine, the input shaft is disposed in parallel between the first PTO output shaft and the intermediate shaft, and the second PTO output shaft is provided in parallel on the outer side of the intermediate shaft of the housing case. The auxiliary generator for small electric power is connected to the second PTO output shaft.

According to a fourth aspect of the present invention, an opening is provided on the outer side surface of the intermediate shaft of the housing case, and a second PTO housing case that supports the second PTO output shaft is configured to be detachable from the opening. The output shaft and the intermediate shaft are interlocked and connected via a gear.

According to a fifth aspect of the present invention, the first PTO output shaft, the input shaft, and the intermediate shaft are disposed on the same inclined surface where the intermediate shaft side is lowered, and the second PTO output shaft is connected to the intermediate shaft. It is arranged at an obliquely upper position.

According to a sixth aspect of the present invention, the housing case is divided in a vertical direction with a plane connecting the shaft centers of the first PTO output shaft, the input shaft, and the intermediate shaft as a split surface, and the split surface has the first A PTO output shaft, an input shaft, and an intermediate shaft are rotatably supported.

As the effects of the present invention, the following effects are obtained.

In claim 1, hydraulic oil and lubricating oil outlets can be arranged on the upper surface of the hydraulic equipment mounting surface with the original pressure distribution plate as the center, and piping paths to equipment such as pressure sensors are provided. By shortening, the number of parts can be reduced and assembly man-hours can be suppressed. Moreover, addition of a pressure sensor or the like can be easily performed from the original pressure distribution plate.

In claim 2, a plurality of pressure detecting means can be easily connected without using complicated piping members.

According to the third aspect of the present invention, it is possible to efficiently supply the power used for the ship according to the purpose of use without providing a power generation facility or the like, thereby improving the economy.

In claim 4, the second PTO output shaft for the auxiliary generator can be easily provided in the marine reduction reverse rotation machine without any major design change.

In claim 5, the second PTO output shaft can be disposed within the lateral width of the housing case, and no new protrusion is formed on the marine reverse speed reducer. Can be made compact.

In claim 6, the first PTO output shaft, the input shaft, and the intermediate shaft can be easily assembled in the housing case, so that the number of assembly steps can be reduced and the cost can be reduced.

The rear perspective view which showed the whole structure of the marine reduction reverse rotation machine which concerns on one Example of this invention. The rear view which showed the whole structure of the marine reduction reverse rotation machine provided with the hydraulic device. FIG. Similarly a partially enlarged view. The hydraulic circuit diagram of a hydraulic device. The top view which showed the original pressure distribution plate. It is the figure which showed the apparatus distribution plate, and is the side view seen from the arrow C shown in FIG. The conventional hydraulic circuit diagram. FIG. 3 is a side cross-sectional view of a marine speed reduction reverser as viewed from the direction of arrow B in FIG. The plane sectional view showing the gear composition of the marine reduction reverse rotation machine. Similarly perspective view. The perspective view which showed the vicinity of the 2nd PTO output shaft. FIG. It is the figure which showed the cross-section of the 2nd PTO output shaft, (a) (b) (c) (d) is seen from the arrow D, arrow E, arrow F, and arrow G which are shown in FIG. Sectional view. It is the figure which showed the relationship between a 2nd PTO output shaft and an intermediate shaft, (a) is the rear surface sectional view which showed the time of 1500 rotation specification, (b) was the time of 1800 rotation specification. The rear perspective view which showed the whole structure of the marine speed reducer which provided the inspection window which concerns on another Example of this invention. Similarly, (a) is a plan view and (b) is a rear view. The perspective view which showed another Example of the inspection window.

DESCRIPTION OF SYMBOLS 1 Marine reduction reverser 2 Input shaft 3 Output shaft 4 1st PTO output shaft 5 2nd PTO output shaft 6 Intermediate shaft 7 Housing case 10 Hydraulic equipment mounting surface 27 Reverse gear 30 Second PTO gear 31a Opening portion 35 Second PTO housing Case 51 Original pressure distribution plate 52a Pressure sensor (hydraulic pressure detection means)
52b Pressure sensor (hydraulic pressure detection means)
54 Equipment distribution plate 202 Hydraulic oil pump (hydraulic power source)
203 Forward friction clutch (hydraulic clutch)
204 Reverse friction clutch (hydraulic clutch)
206 Forward / backward switching valve 210a Hydraulic oil path 303 Lubricating oil path 303a Lubricating oil path 309 Communication path 501 Engine 502 Screw 503 Main generator 504 Auxiliary generator

Next, embodiments of the invention will be described.
First, a hydraulic device for a marine reduction reverser will be described.
FIG. 1 is a rear perspective view showing the overall configuration of a marine speed reduction reverser, FIG. 2 is a rear view showing the overall configuration of a marine speed reduction reverser equipped with a hydraulic device, and FIG. 4 is a partially enlarged view, FIG. 5 is a hydraulic circuit diagram of the hydraulic device, FIG. 6 is a plan view showing the original pressure distribution plate, FIG. 7 is a side view showing the device distribution plate, and FIG. 8 is a conventional hydraulic circuit diagram. It is.

[Marine reduction reverse gear 1]
First, the overall configuration of a marine speed reduction reverser 1 including a hydraulic device according to the present invention will be described with reference to FIGS. 1 to 4. In addition, the direction of the arrow A shown in FIG.1, FIG.3, FIG.4 is made into the front, and the left-right direction is prescribed | regulated below.
The marine speed reduction reversing machine 1 is directly connected to the output shaft of the engine 501 (see FIG. 9), the input shaft 2 for inputting the driving force of the engine, the gear mechanism for decelerating and reversing the inputted driving force, and the screw 502. The output shaft 3 for transmitting power to (see FIG. 9), the first PTO output shaft 4 for transmitting driving force to the main generator 503 (see FIG. 9), and the auxiliary generator 504 (see FIG. 9) The second PTO output shaft 3 for transmitting the driving force to the intermediate shaft 6, the intermediate shaft 6 disposed between the input shaft 2 and the second PTO output shaft 3, the input shaft 2, the output shaft 3, the first PTO output shaft 4, The second PTO output shaft 3 and the intermediate shaft 6 are configured by a housing case 7 or the like that rotatably supports a bearing (not shown).

The marine speed reduction reverser 1 has a housing case 7 formed of a housing, and an input shaft 2 and an output shaft 3 are inserted in parallel with each other in order from the top in the left and right central portions of the housing case 7. A first PTO output shaft 4 and an intermediate shaft 6 are inserted in parallel with the input shaft 2 on the left side and the right side of the input shaft 2, respectively, and descend in order toward the right side in front view. Are arranged.

A second PTO output shaft 3 is detachably provided on the side surface of the housing case 7 above the intermediate shaft 6 to the right. The input shaft 2, the output shaft 3, the first PTO output shaft 4, The second PTO output shaft 3, the intermediate shaft 6 and the like are drivingly connected in the housing case 7 via a plurality of gear mechanisms. In the housing case 7, the driving force input by the input shaft 2 is transmitted to the screw via the output shaft 3.

The input shaft 2, the intermediate shaft 6, and the first PTO output shaft 4 are each provided with a forward friction clutch 203, a reverse friction clutch 204, and a PTO friction clutch 213 (see FIG. 5), each consisting of a hydraulic clutch. It has been.

Then, the rotation direction of the input shaft 2 and the output shaft 3 meshed with the intermediate shaft 6 through the gear mechanism is switched by the “disengagement” and “contact” switching operation of the forward and

backward friction clutches

203 and 204. In addition to switching the ship forward and backward, the operation of the main generator is switched by a “disconnect” and “contact” switching operation of the PTO friction clutch 213 provided on the first PTO output shaft 4.

Here, hydraulic equipment necessary for the operation of the forward friction clutch 203, the reverse friction clutch 204, the PTO friction clutch 213, and the like is disposed on the upper surface of the housing case 7.

That is, as shown in FIGS. 3 and 4, a hydraulic equipment mounting surface 10 is formed on the housing case 7, and an original pressure distribution plate 51 to be described later is provided at the center of the upper surface of the hydraulic equipment mounting surface 10. In addition, a relief valve, a switching valve, and the like are disposed around it.

The original pressure distribution plate 51 is used for collecting the hydraulic oil and the outlet for the lubricating oil in one place, as shown in FIG. 5, and as shown in FIG. 5, the hydraulic oil path 210a and the lubricating oil path 303a. In the communication path 309 that communicates with each other, by connecting a parallel path 307a that is branched from the hydraulic oil side, the primary pressure hydraulic oil is guided to the primary pressure distribution plate 51, and the lubricating oil By piping the parallel path 307 b provided by branching from the side, the lubricating oil of the original pressure is guided to the original pressure distribution plate 51.

Then, centering on the original pressure distribution plate 51, a pressure sensor 52a as a hydraulic pressure detection means is located on the front side, a second relief valve 305 is located on the rear side, a forward / reverse switching valve 206 and a pilot solenoid valve 209 are located on the left side. In addition,

pressure gauges

53a and 53b as hydraulic pressure display means are respectively disposed, and are piped to the original pressure distribution plate 51 via pipe paths 307c and the like. That is, the hydraulic oil guided to a plurality of hydraulic pressure detection means composed of these pressure sensors 52a and the outlet for the lubricating oil are arranged in one place by the original pressure distribution plate 51.

[Hydraulic control mechanism 100]
Next, the configuration of the entire hydraulic circuit of the hydraulic control mechanism 100 in this embodiment will be described with reference to FIG.
The hydraulic circuit of the hydraulic control mechanism 100 is mainly composed of a hydraulic oil supply circuit 200 and a lubricating oil supply circuit 300.

First, the hydraulic oil supply circuit 200 will be described.
The hydraulic oil supply circuit 200 has two

hydraulic oil paths

210 and 212.
In the

hydraulic oil paths

210 and 212, the hydraulic oil filtered through the suction filters 201 and 201 is pumped by the hydraulic oil pumps 202 and 202.

One hydraulic oil is guided to the pilot solenoid valve 209 and the forward / reverse switching valve 206 through the hydraulic oil path 210a, and then the forward friction clutch 203 and the reverse friction through the hydraulic oil path 210b. It is supplied to the clutch 204.

The other hydraulic oil is guided to the connecting / disconnecting electromagnetic valve 215 via the hydraulic oil path 212a, and then to the PTO friction clutch 213 and the neutral brake 216 via the hydraulic

oil supply paths

212b and 212c. Supplied.

Note that

pressure sensors

52c and 52c for detecting the hydraulic pressure of the

hydraulic oil passages

210b and 210b are provided between the forward / reverse switching valve 206 and the forward /

backward friction clutches

203 and 204, respectively.

In the two systems of hydraulic oil paths 210 (210a) and 212 (212a),

first relief valves

205 and 205 are branched from the discharge oil paths of the hydraulic oil pumps 202 and 202, respectively.

When the hydraulic pressure (back pressure) of the hydraulic oil (pressure oil) pumped by the hydraulic oil pumps 202 and 202 becomes larger than the pressure set by the springs of the

first relief valves

205 and 205, the excess hydraulic oil is The oil tank 207 is drained through one relief valve 205.

Next, the lubricating oil supply circuit 300 will be described.
The lubricating oil supply circuit 300 has a lubricating oil path 303.
In the lubricating oil path 303, surplus oil that mainly operates the forward friction clutch 203 and the reverse friction clutch 204 is fed as a lubricating oil to a lubricating portion such as a bearing portion. A part of the lubricating oil is guided to the original pressure distribution plate 51 described later, and is drained to the oil tank 207 when the pressure is higher than the pressure set by the second relief valve 305.

Further, the lubricating oil supply circuit 300 includes a drain oil passage 304, and hydraulic oil discharged from the PTO friction clutch 213 and the neutral brake 216 or hydraulic oil higher than the set pressure of the third relief valve 306 is received. The oil tank 207 is drained.

A communication path 309 is branched from the hydraulic oil path 210a, and a hydraulic oil pressure regulating valve 208a, an oil filter 302, and an oil cooler 301, which will be described later, are connected to the communication path 309 in this order.

The hydraulic oil that has passed through the hydraulic oil pressure regulating valve 208a is filtered by the oil filter 302, cooled by the oil cooler 301, reaches the lubricating oil path 303b, branches off from the lubricating oil path 303b, and one side is the lubricating oil path. Hydraulic oil set by the second relief valve 305 is supplied as a lubricating oil to the plurality of bearing portions provided in the housing case 7 through 303c, and the rest is drained to the oil tank 207.

A parallel path 307a is branched and communicated with the communication path 309 on the upstream side of the hydraulic oil pressure regulating valve 208a. The parallel path 307a is connected to the original pressure distribution plate 51.
Two branches (oil passages) are provided inside the original pressure distribution plate 51, one of which is a parallel passage 307a, a piping passage 307e communicating with the pressure sensor 52a, and a pressure gauge 53a. A piping path 307d communicating with is connected. As for the other, the parallel path 307b, the piping path 307f communicating with the plurality of

pressure sensors

52b, 52b,..., The piping path 308 communicating with the second relief valve 305, and the pressure gauge 53b are communicated. A piping path 307c to be connected is connected. The parallel path 307 b communicates with the lubricating oil path 303.

That is, the other system of the original pressure distribution plate 51 branches from the parallel path 307b into the piping path 308 and the plurality of detection paths in the original pressure distribution plate 51. A plurality of

pressure sensors

52b, 52b... For detecting the lubricating oil pressure (original pressure) of the lubricating oil path 303 and a pressure gauge 53b are connected to the detection path. A second relief valve 305 is connected to the piping path 308.
For the piping of the

pressure sensors

52b, 52b..., The equipment distribution plate 54 is provided between the

pressure sensors

52b, 52b.

A branch passage (oil passage) having a plurality of outlets is provided inside the device distribution plate 54, and one portion of the outlet is connected to the original pressure distribution plate 51 via a piping path 307f. .. Are communicated with the parallel path 307b, and

pressure sensors

52b, 52b,... Are connected to the plurality of other outlets via piping

members

55, 55,.

[Switching method of the forward / backward friction clutch 203/204]
Next, switching between the forward friction clutch 203 and the reverse friction clutch 204 will be described.
The switching operation of the forward / reverse friction clutch 203/204 is performed by the forward / reverse switching valve 206, and the switching operation of the forward / reverse switching valve 206 is performed by the pilot solenoid valve 209.

The forward / reverse switching valve 206 and the pilot solenoid valve 209 each have a three-position switching configuration of a central clutch neutral position N and its left and right forward clutch communication positions F and reverse clutch communication positions R. ing. Further, the outlet side port of the pilot solenoid valve 209 communicates with the left and right ports for operating the forward / reverse switching valve 206.

When the pilot solenoid valve 209 is in the clutch neutral position N, the left and right ports of the forward / reverse switching valve 206 and the oil tank 207 communicate with each other so that the forward / reverse switching valve 206 is positioned at the central clutch neutral position. Since the forward friction clutch 203 and the reverse friction clutch 204 communicate with the oil tank 207, the forward and

backward friction clutches

203 and 204 do not operate.

When the pilot solenoid valve 209 is switched to the forward clutch communication position F, the hydraulic fluid path 210a communicates with the right port of the forward / reverse switching valve 206, and the forward / reverse switching valve 206 is moved forward by the pilot hydraulic pressure. Switch to the communication position F. As a result, the hydraulic oil path 210 a is operated in communication with the forward friction clutch 203 via the forward / reverse switching valve 206.

On the other hand, when the pilot solenoid valve 209 is switched to the reverse clutch communication position R, the hydraulic fluid path 210a communicates with the left port of the forward / reverse switching valve 206, and the forward / reverse switching valve 206 is driven by the pilot hydraulic pressure. Switch to the communication position R. Accordingly, the hydraulic oil path 210a communicates with the reverse friction clutch 204 via the forward / reverse switching valve 206, and the reverse friction clutch 204 operates.

Here, the hydraulic oil supply circuit 200 is provided with a loose insertion valve 208b for preventing sudden contact when the forward friction clutch 203 or the reverse friction clutch 204 is switched. .

As described above, the hydraulic oil pressure regulating valve 208a is connected to the communication path 309 and is regulated by pressure oil from the connection / disconnection switching valve 211 formed integrally with the forward / reverse switching valve 206.

The connection / disconnection switching valve 211 has a three-position switching configuration of a neutral position N in the center and communication positions T and T provided on the left and right sides thereof, and is formed integrally with the forward / reverse switching valve 206. Then, it is switched in conjunction with the operation of the forward / reverse switching valve 206.

That is, when the forward / reverse switching valve 206 is in the clutch neutral position N, the connection / disconnection switching valve 211 is also in the neutral position N, and the back chamber of the slow fitting valve 208b and the oil tank 207 communicate with each other. Hydraulic oil (pressure oil) is not supplied.

Accordingly, in this case, the spool of the hydraulic oil pressure regulating valve 208a is largely retracted, and performs the same function as a relief valve having a low relief pressure. The hydraulic oil (pressure oil) from the hydraulic oil pump 202 is communicated with the communication path 309. From the hydraulic oil pressure regulating valve 208a, the oil is relieved and sent to the lubricating oil path 303.

On the other hand, when the forward / reverse switching valve 206 is switched to the forward clutch communication position F or the reverse clutch communication position R, the connection / disconnection switching valve 211 is switched to the communication position TT, and the back chamber of the slow insertion valve 208b is operated. The oil passage 210a communicates, and hydraulic oil is supplied to the back chamber.

Then, the relief pressure is gradually increased by this hydraulic oil, and the hydraulic pressure of the forward friction clutch 203 and the reverse friction clutch 204 is also gradually increased, thereby preventing the clutch from being suddenly engaged. It is like that.

[Switching Method of PTO Friction Clutch 213]
Next, switching of the PTO friction clutch 213 will be described.
The switching operation of the PTO friction clutch 213 is performed by the connecting / disconnecting electromagnetic valve 215.
A communication path 310 is branched from a hydraulic oil path 212 a between the hydraulic oil pump 202 and the connecting / disconnecting electromagnetic valve 215, and a hydraulic oil pressure adjusting valve 214 a is disposed in the middle of the communication path 310. The hydraulic oil that has relieved the hydraulic oil pressure regulating valve 214a is drained to the oil tank 207 via the lubricating oil path 304a, the third relief valve 306, and the lubricating oil path 304b.

The connection / disconnection solenoid valve 215 is composed of a three-position switching solenoid valve having a central clutch neutral position N, left and right clutch contact side communication positions Y, and a clutch disconnection side communication position Z. The outlet side port of the contact solenoid valve 215 communicates with the PTO friction clutch 213 via the hydraulic oil supply path 212c and the neutral brake 216 via the hydraulic oil supply path 212b.

When the connecting / disconnecting electromagnetic valve 215 is in the clutch neutral position N, the PTO friction clutch 213 and the neutral brake 216 are in communication with the oil tank 207, so that neither of them is operated.

Further, when the connecting / disconnecting electromagnetic valve 215 is switched to the clutch contact side communication position Y, the hydraulic oil path 212a and the hydraulic oil supply path 212c are communicated to supply the hydraulic oil to the PTO friction clutch 213, thereby causing the PTO friction. At the same time as the clutch 213 is operated, the hydraulic oil supply path 212b is communicated with the oil tank 207 and the neutral brake 216 is not operated.

When switching the friction clutch 213 for PTO, as in the case of the forward / reverse friction clutch 203/204 described above, in order to prevent a sudden “contact” state, the loosely fitted valve 214b is a hydraulic oil pressure regulating valve. 214a is provided between the hydraulic oil path 212a and the lubricating oil path 304a, and the back chamber of the loosely fitted valve 214b is in communication with the hydraulic oil supply path 212c to the PTO friction clutch 213.

That is, when the connecting / disconnecting electromagnetic valve 215 is in the clutch neutral position N or the clutch disengaging side communication position Z, the back chamber of the loosely fitted valve 214b is oiled via the hydraulic oil supply path 212c and the connecting / disconnecting electromagnetic valve 215. The tank 207 communicates with it. At this time, the relief pressure of the hydraulic oil pressure regulating valve 214a is in a low state, and when the connecting / disconnecting electromagnetic valve 215 is in the clutch neutral position N, the hydraulic oil sent from the hydraulic oil pump 202 to the communication path 310 is activated. When drained to the lubricating oil path 304a via the oil pressure regulating valve 214a and the connecting / disconnecting electromagnetic valve 215 is at the clutch disengagement side communication position Z, excess oil that has actuated the neutral brake 216 is routed via the hydraulic oil pressure regulating valve 214a. Thus, the oil is drained to the lubricating oil path 304a.

On the other hand, when the connecting / disconnecting electromagnetic valve 215 is switched to the clutch contact side communication position Y, the PTO friction clutch 213 communicates with the back chamber of the loose insertion valve 214b, and when the PTO friction clutch 213 is operated, the loose clutch is released. By supplying the hydraulic oil to the back chamber of the fitting valve 214b, the relief pressure of the hydraulic oil pressure regulating valve 214a is gradually increased, and the hydraulic pressure to the PTO friction clutch 213 is also increased. It is designed to prevent joining.

When the connecting / disconnecting electromagnetic valve 215 is switched to the clutch disengagement side communication position Z, the hydraulic fluid passage 212a and the hydraulic fluid supply passage 212b are communicated to operate the neutral brake 216, and at the same time, the PTO friction clutch 213 is operated. Is communicated with the oil tank 207, and the PTO friction clutch 213 is "disengaged".

In such a hydraulic control mechanism 100, in the present embodiment, the above-described original pressure distribution plate 51 is used to collect the hydraulic oil and the outlet for detecting the pressure of the lubricating oil in one place, and the pressure sensor and pressure It makes it easy to install gauges and the like to shorten the piping.

[Original pressure distribution plate 51 / equipment distribution plate 54]
Next, details of the original pressure distribution plate 51 and the device distribution plate 54 will be described with reference to FIGS. 3, 4, 6, and 7. In addition, the direction of the arrow A shown in FIG. 3, FIG. 4 and FIG.
The original pressure distribution plate 51 is formed of a rectangular parallelepiped member, and a plurality of

oil passages

60 and 61 are formed therein. In addition, the external shape of the original pressure distribution plate 51 is not limited to the present embodiment, and may be any as long as a plurality of oil passages can be provided therein, such as a polygonal shape or a cylinder.

As shown in FIG. 6, the oil passage 60 is disposed on the front side of the original pressure distribution plate 51, and communicates with the side surfaces or the

outlets

60a, 60b, 60c opened on the upper surface. The oil passage 61 is disposed on the rear side of the original pressure distribution plate 51, and communicates with

outlets

61a, 61b, 61c and the like opened on the side surface or the upper surface.

A parallel path 307a is connected to the outlet 60a, and after being led to a communication path 309 (see FIG. 5), it is in communication with the hydraulic oil pressure regulating valve 208a. The outlet 60b is connected to the pressure sensor 52a via a piping path 307e, and the outlet 60c is connected to the pressure gauge 53a via a piping path 307d.
On the other hand, a parallel path 307b is connected to the outlet 61a and led to the lubricating oil path 303b (see FIG. 4). The outlet 61b is connected to the second relief valve 305 via the piping path 308, the outlet 61c is connected to the pressure sensor 52b via the piping path 307c, and the outlet 61d is connected to the pressure gauge 53b and the piping path 307c. Connected through.

As shown in FIG. 4, the original pressure distribution plate 51 is detachably attached to the center of the upper surface of the housing case 7 with a bolt or the like, and a pressure sensor 52 a is disposed in front of the original pressure distribution plate 51. A second relief valve 305 is disposed behind the pilot valve, a forward / reverse switching valve 206 and a pilot solenoid valve 209 are disposed on the right side, and

pressure gauges

53a and 53b are disposed on the left side. The pressure sensor 52b is disposed diagonally to the left front.

As described above, the pressure sensor, the pressure gauge, the switching valve, and the like are arranged in the vicinity of the original pressure distribution plate 51, so that the piping is shortened to facilitate connection and reduce pressure loss and the like. ing.

As described above, in the present invention, the friction clutch (hydraulic clutch) 203.
204, the hydraulic clutch of the marine reduction reverse gear 1 is configured to connect and disconnect the friction clutch (hydraulic clutch) 203/204 by operating a forward / reverse switching valve (switching valve) 206. ) A communication path 309 from the hydraulic oil path 210a to the lubricating oil path 303a between the hydraulic oil pump (hydraulic power source) 202 and the hydraulic oil pump 202 is provided, and a piping path (oil path) for detecting the hydraulic pressure of the hydraulic oil path 210a. 307e and a piping path (oil path) 307f for detecting the oil pressure of the lubricating oil path are connected to the original pressure distribution plate 51, and the original pressure distribution plate 51 is installed in the marine reduction reverse rotation machine 1 The hydraulic pressure detecting means is arranged at substantially the center on the surface 10 and includes the forward / reverse switching valve (switching valve) 206 and a plurality of

pressure sensors

52a, 52b,. It is set to be.

That is, in the communication path 309 that connects the hydraulic oil path 210a and the lubricating oil path 303a, the parallel pressure path 307a provided by branching from the hydraulic oil side is piped, so that the original pressure distribution plate 51 has the original pressure. The hydraulic oil is guided, and the original pressure lubricating oil is guided to the original pressure distribution plate 51 by piping the parallel path 307b provided to be branched from the lubricating oil side.

By providing such

parallel paths

307a and 307b, the main pressure distribution plate 51 can collect the two systems of hydraulic oil and the outlet for the lubricating oil in one place. The piping to the devices such as the pressure sensor 52a arranged on the upper surface is shortened, a complicated piping path is not required, the number of parts can be reduced, and the number of assembling steps can be suppressed, which is economical.

That is, as shown in FIG. 8, in the configuration of the conventional hydraulic circuit,

various pressure sensors

52a and 52b,

pressure gauges

53a and 53b, etc. are scattered in the piping path, and each of the hydraulic oil or lubricating oil is used. It is necessary to provide an outlet individually, and the piping path is very complicated. However, by providing the original pressure distribution plate 51 as in the present embodiment, these

various pressure sensors

52a and 52b, Piping to the

pressure gauges

53a and 53b can be gathered around the original pressure distribution plate 51.

As a result, since the piping paths of the hydraulic oil and the lubricating oil are simplified, the piping work for detection of the

various pressure sensors

52a and 52b can be easily performed, and the number of assembling steps is reduced, which is economical.

And when a pressure sensor or the like is added separately due to a change in the specifications of the marine reduction reverse rotation machine 1 or the like later, it can be connected to the outlet opening in the original pressure distribution plate 51 or easily branched and passed. If it decreases, on the contrary, the outlet should be closed with a plug or the like.

Further, a plurality of

pressure sensors

52b, 52b,... For detecting the oil pressure in the lubricating oil path 303 are assembled to one device distribution plate 54, and the

pressure sensors

52b, 52b,. The device is connected to the parallel path 307 b via the device distribution plate 54 and the original pressure distribution plate 51.

That is, as shown in FIG. 7, the device distribution plate 54 is made of a rectangular member having an L-shape when viewed from the front, and a through hole 38a extending along the longitudinal direction is provided on one side thereof. One end of the through hole 38a communicates with the original pressure distribution plate 51 via a piping path 307f (see FIG. 4), and the other end is closed with a plug or the like.

In addition, a plurality of

communication holes

54b, 54b (see FIG. 4) are opened at predetermined intervals on the upper surface of the device distribution plate 54 so as to be orthogonal to the through-hole 38a. The communication holes 54b, 54b, ... are connected to the

pressure sensors

52b, 52b, ... via the

piping members

55, 55, ..., and the

pressure sensors

52b, 52b, ... are connected to the

communication holes

54b, 54b. Are provided in parallel on the device distribution plate 54 on the side of. In this way, the original pressure distribution plate 51 and each of the

pressure sensors

52b, 52b,... Are communicated with each other through the through holes 38a, the

communication holes

54b, 54b,.

As described above, the device distribution plate 54 is disposed in the vicinity of the original pressure distribution plate 51, communicates via the piping, and a plurality of pressure sensors that detect the oil pressure of the lubricating oil path 303 to the device distribution plate 54 ( The oil pressure detecting means) 52b, 52b,... Can be connected economically without using a complicated piping member.

Further, if a communication hole 54b that is not used in advance is separately provided in the device distribution plate 54, the communication hole 54b is used even when a pressure sensor or the like is newly added due to a change in specifications of the marine reduction reverse rotation machine 1 later. Therefore, it is possible to easily cope with this, and a new outlet is not provided in the piping path for the added pressure sensor or the like.

Next, a description will be given of the onboard power supply of the marine deceleration reverser.
FIG. 1 is a rear perspective view showing the overall configuration of a marine speed reduction reverser, FIG. 2 is also a rear view, FIG. 9 is a side sectional view, and FIG. 10 is a plan sectional view showing a gear configuration of a marine speed reduction reverser. 11 is a perspective view, FIG. 12 is a perspective view showing the vicinity of the second PTO output shaft, FIG. 13 is a plan view, FIG. 14 is a sectional view showing a sectional structure of the second PTO output shaft, and FIG. FIG. 6 is a rear cross-sectional view showing the relationship between the second PTO output shaft and the intermediate shaft.
16 is a rear perspective view showing the overall configuration of the marine speed reducer provided with an inspection window, FIG. 17 is a plan view and a rear view, and FIG. 18 is a perspective view showing another embodiment of the inspection window. is there.

[Housing case 7]
First, the structure of the housing case 7 of the marine speed reduction reversing machine 1 will be described with reference to FIGS. 1 and 2.

As shown in FIG. 2, the housing case 7 supports an input shaft 2, an output shaft 3, a first PTO output shaft 4, a second PTO output shaft 5, and an intermediate shaft 6 so as to be rotatable in the front-rear direction. . The housing case 7 is divided into three parts in the vertical direction, and includes an upper housing case 31, a central housing case 32, and a lower housing case 33 in order from the top.

The dividing surface of the upper housing case 31 and the central housing case 32 is formed in a downwardly inclined shape, and the first PTO output shaft 4, the input shaft 2, and the intermediate shaft 6 are inserted into the dividing surface from the left via bearings. And is supported rotatably. That is, each of the first PTO output shaft 4, the input shaft 2, and the intermediate shaft 6 is arranged in parallel to each other, and its axis is located on the dividing plane. The input shaft 2 is disposed at the center of the left and right sides of the housing case 7, and the output shaft 3 is disposed below and parallel to the input shaft 2.

The output shaft 3 is disposed on a split surface between the central housing case 32 and the lower housing case 33, and is rotatably supported by the housing case 7 via a bearing in the front-rear and horizontal directions at the center of the left and right.

A second PTO housing case 35 is disposed on the right side of the upper housing case 31, and the second PTO output shaft 5 is freely rotatable via a bearing on a split surface between the upper housing case 31 and the second PTO housing case 35. It is supported by.

[Gear configuration]
Next, the gear mechanism housed in the housing case 7 will be described with reference to FIGS. 9 to 11.

The input shaft 2 protrudes forward from the housing case 7 and is connected to the engine output shaft. On the input shaft 2 in the housing case 7, a PTO output gear 17 and a forward gear 19 are fixed in order from the front, and a forward pinion gear 20 is loosely fitted at the rear part thereof. The PTO output gear 17 is meshed with a first PTO gear 18 fixed to the first PTO output shaft 4 on the upper left side, and the forward gear 19 is reversely fixed on the intermediate shaft 6 on the lower right side. Meshed with the gear 27. The reverse gear 27 is meshed with a second PTO gear 30 fixed on the second PTO output shaft 5 on the upper right side.

Between the forward gear 19 and the forward pinion gear 20 on the input shaft 2, a hydraulic clutch (forward friction clutch) 203 is disposed. A reverse rotation pinion gear 29 is loosely fitted to the rear portion of the reverse rotation gear 27 fixed on the intermediate shaft 6. A hydraulic clutch (reverse friction clutch) 204 is disposed between the reverse gear 27 and the reverse pinion gear 29. A hydraulic clutch (PTO friction clutch) 213 is disposed at the rear of the first PTO gear 18 fixed on the first PTO output shaft 4.

The forward pinion gear 20 and the reverse pinion gear 29 are meshed with an output gear 21 fixed on the lower output shaft 3. The output shaft 3 protrudes rearward from the housing case 7 and is connected to the screw 502.

Further, the rear portion of the first PTO output shaft 4 protrudes rearward from the housing case 7 and is connected to the main generator 503.

The second PTO gear 30 has a second PTO output shaft 5 extending therethrough, and the second PTO output shaft 5 has an auxiliary generator at the opposite end of the second PTO gear 30. 504 is connected. The second PTO output shaft 5 is configured to be detachable from the housing case 7 as will be described later.

In such a gear configuration, when the hydraulic clutch 203 is “engaged” and the hydraulic clutch 204 is “disengaged”, the driving force of the engine 501 is output from the input shaft 2 via the forward pinion gear 20 to the output gear 21. The output shaft 3 is driven to rotate in the opposite direction to the rotation of the input shaft 2.

Further, when the hydraulic clutch 203 is set to “disengaged” and the hydraulic clutch 204 is set to “contact”, the driving force of the engine 501 is transmitted from the forward gear 19 on the input shaft 2 to the reverse gear 27, and the intermediate shaft. 6, the output shaft 3 is driven to rotate in the same direction as the input shaft 2.

On the other hand, the driving force from the engine 501 is always transmitted to the first PTO gear 18 via the PTO output gear 17, and when the hydraulic clutch 213 is “contacted”, the driving force is transmitted to the first PTO output shaft 4. When the hydraulic clutch 213 is “disengaged”, the driving force is not transmitted to the main generator 503.

The first PTO output shaft 4 is always provided with a hydraulic clutch 213 as in this embodiment, and is limited to a structure that can switch between “disconnection” and “contact” of drive transmission to the main generator 503. Yes. That is, the first PTO output shaft 4 may not be provided with the hydraulic clutch 213 and may be configured to always transmit the drive to the main generator 503.

Also, the driving force from the engine 501 is transmitted to the second PTO gear 30 via the forward gear 19 and the reverse gear 27, and the auxiliary generator 504 is driven by the second PTO output shaft 5.

[Second PTO housing case 35]
Next, the 2nd PTO gear 30 and the 2nd PTO housing case 35 which accommodates the 2nd PTO output shaft 5 are demonstrated using FIG. 12 thru | or FIG. In addition, the direction of the arrow A shown in FIGS.

A rectangular opening 31a (see FIG. 13) that is long in the front-rear direction is formed at a position substantially above the intermediate shaft 6 on the right side of the upper housing case 31 described above. The second PTO housing case 35 is closed.

That is, the second PTO housing case 35 is detachably fixed to the upper housing case 31, and the second PTO output shaft 5 is rotatably supported by the second PTO housing case 35 via a bearing. The second PTO gear 30 is fixed on the second PTO output shaft 5 and meshed with the reverse gear 27 on the intermediate shaft 6.

The second PTO housing case 35 is mainly formed by a case member 36 serving as a main body, a front lid member 37 provided at both front and rear ends of the case member 36, a rear lid member 38, and the like.

The case member 36 is integrally formed by a base portion 36a having a rectangular shape whose longitudinal direction is the front-rear direction, and a shaft cover portion 36b formed to extend along the longitudinal direction at the center of the plane of the base portion 36a. Formed.

The shaft cover portion 36b has a shape in which a cylindrical member is halved along the axial center, and the front end portion and the rear end portion thereof have

holder portions

36c, 36d is formed.

That is, as shown in FIG. 14A, the holder portion 36d includes a semicircular inner peripheral surface 36f having substantially the same dimensions as the outer dimensions of the bearing 16 in a front view, and an outer shape of a rear lid member 38 to be described later. A semicircular outer peripheral surface 36g having substantially the same dimensions as that of the outer surface 36g is formed in a substantially semi-doughnut shape concentrically. A plurality of screw holes are formed on the rear surface of the inner peripheral surface 36f and the outer peripheral surface 36g. The rear cover member 38 is concentrically provided therebetween, and is attached to the rear portion of the case member 36 through the screw holes.

Further, as shown in FIG. 14B, the shaft cover portion 36b has a half-diameter sectional view having a slightly larger inner diameter than the sectional size of the second PTO output shaft 5 at the central portion in the vertical direction of the base portion 36a. As shown in FIG. 14 (c), an inflatable portion 36e that protrudes outward in a polygonal shape in a cross-sectional view is formed at the front portion thereof, and the second PTO gear 30 and It is designed not to interfere.

Further, a holder portion 36c shown in FIG. 14 (d) is provided on the front end surface of the inflating portion 36e, and the holder portion 36c is a semicircular inner portion having substantially the same dimensions as the outer dimensions of the bearing 16 in a front view. The peripheral surface 36h and a semicircular outer peripheral surface 36i having substantially the same dimensions as the outer dimensions of the front lid member 37 described later are formed in a substantially semi-doughnut shape concentrically. A plurality of screw holes are provided concentrically between the inner peripheral surface 36h and the outer peripheral surface 36i on the front surface of the holder portion 36c, and the front lid member 37 is connected to the case member 36 through the screw holes. Attached to the front.

On the other hand, in the opening 31a of the upper housing case 31,

semicircular recesses

31b and 31c having substantially the same dimensions as the outer dimensions of the bearing 16 in front view are provided at both front and rear portions thereof, respectively. By assembling 36 so as to close the opening 31a, the

recesses

31b and 31c are combined with inner

peripheral surfaces

36h and 36f provided in the front and

rear holder portions

36c and 36d to form a circular through hole.

As shown in FIG. 13, the front lid member 37 is made of a disk member, and a cylindrical protruding portion 37 a that slightly protrudes is provided on the rear surface thereof. The outer peripheral size of the protruding portion 37 a is the outer peripheral size of the bearing 16. It is formed approximately the same as

In addition, the front lid member 37 is provided with a plurality of through holes circumferentially at regular intervals, and the front lid member 37 is connected to the case member 36 by a fastening member such as a bolt through the through holes. While being detachably attached to the front portion, the projecting portion 37a is fitted into the inner peripheral surface 36h of the holder portion 36c, and movement of the bearing 16 in the axial direction is restricted.

The rear cover member 38 is made of a disk member, and a through hole 38a substantially the same as the outer dimension of the second PTO output shaft 5 is provided at the center thereof. A cylindrical projecting portion 38 b that slightly projects is provided on the rear surface of the rear lid member 38, and the outer peripheral dimension of the projecting portion 38 b is formed substantially equal to the outer peripheral dimension of the bearing 16.

Further, the rear cover member 38 is provided with a plurality of through holes circumferentially at regular intervals, and the rear cover member 38 is formed at the rear portion of the case member 36 through the through holes by fastening members such as bolts. While being detachably attached, the protruding portion 38b is fitted into the inner peripheral surface 36f of the holder portion 36d, and movement of the bearing 16 in the axial direction is restricted.

With the second PTO housing case 35 having such a configuration, the second PTO output shaft 5 is detachably fixed to the right side surface portion of the upper housing case 31, and the second PTO gear 30 is connected to the second PTO gear 30 via the opening 31a. The reverse gear 27 is meshed.

That is, the

bearings

16 and 16 and the second PTO gear 30 are fixed to the second PTO output shaft 5 in advance, and the inner circumference provided in the front and

rear holder portions

36 c and 36 d of the second PTO housing case 35. The second PTO output shaft 5 is pivotally supported by the upper housing case 31 by sandwiching the

bearings

16 and 16 by the

surfaces

36h and 36f and the

recesses

31b and 31c provided in the opening 31a. Is done.

After that, the front and

rear cover members

37 and 38 are assembled to restrict the assembly position in the front-rear direction, and the second PTO gear 30 is reliably engaged with the reverse gear 27.

In the present embodiment, it is possible to easily change the specification to drive the auxiliary generator 504 having a large rotational speed. For example, a configuration for driving the auxiliary generator 504 of the 1800 rpm specification (see FIG. 15B) from a configuration for driving the auxiliary generator 504 of the 1500 rpm specification mainly shown in the present embodiment (see FIG. 15A). It is also possible.

That is, when the rotational speed is increased, the number of teeth of the second PTO gear 30 is reduced, so that the radius is reduced and the second PTO output shaft 5 is moved to the intermediate shaft 6 side in order to mesh with the reverse rotation gear 27. Closed and supported.

That is, the front and

rear lid members

37 and 38 for positioning the second PTO output shaft 5 in the axial direction, the front lid member 37 in which the axial centers of the through hole 38a and the protruding portion 38b are moved toward the intermediate shaft 6 side, and The second PTO output shaft 5 in which the second PTO gear 30 having a smaller number of teeth is fixedly attached to the rear cover member 38 whose shaft center of the projecting portion 37a is moved to the intermediate shaft 6 side is replaced with the second PTO housing. It is only necessary to support the case 35 and fix it to the upper housing case 31.

Even in such a case, the outer shape of the case member 36 does not need to be changed, and the

holder portions

36c and 36d, the inner

peripheral surfaces

36f and 36h provided in the upper housing case 31, and the

recesses

31b and 31c are processed. It is possible to easily cope with this by changing the position, the processing dimension, and the like.

A seal member 39 is provided in the through hole 38a of the rear lid member 38, and the second PTO output shaft 5 is extended rearward through the through hole 38a. It will be connected to the input shaft 2.

Thus, the input shaft 2 for inputting the driving force of the engine 501, the output shaft 3 for decelerating and reversing the driving force and transmitting the driving force to the screw 502, and the main generator 503 are connected to the main generator 503. The first PTO output shaft 4 that outputs the driving force, the intermediate shaft 6 that reverses the driving force and transmits it to the output shaft 3, the input shaft 2, the output shaft 3, and the first PTO output shaft 4 And a marine speed reduction reverser 1 including a housing case 7 that supports the intermediate shaft 6, the input shaft 2 is disposed in parallel between the first PTO output shaft 4 and the intermediate shaft 6, and the housing case 7 The second PTO output shaft 5 is provided in parallel on the outer side portion of the intermediate shaft 6, and the auxiliary generator 504 for low power is connected to the second PTO output shaft 5, thereby providing additional power generation equipment and the like. The power used by the ship It is possible to efficiently supply, economy is improved in accordance with the.

That is, when all power supply used for a ship is performed by the main generator 503 as in the past, the power generation capacity of the main generator 503 is set to drive power such as a side thruster with a large power consumption or an anchor hoisting winch. Since it is selected so as to correspond, it is inefficient to respond to the power supply related to the lighting in the ship with relatively small power consumption, the operation power supply of the operation equipment, and the like by the main generator 503.

Therefore, as shown in the present invention, an auxiliary generator 504 having a slightly smaller power generation capacity is provided separately for supplying small electric power, and the operation of these

generators

503 and 504 is appropriately switched according to the purpose of use, so that power can be efficiently generated. Supply can be performed.

Further, since the auxiliary generator 504 is connected to the marine speed reduction reverser 1 connected to the main generator 503, the engine 501 serving as a power source can be shared, and the auxiliary generator 504 is used as a power source. In addition, no power generation equipment including a power generation engine or the like is provided.

An opening 31a is provided on the outer side surface of the intermediate shaft 6 of the housing case 7, and a second PTO housing case 35 that supports the second PTO output shaft 5 is configured to be detachable from the opening 31a. Since the two PTO output shaft 5 and the intermediate shaft 6 are connected to each other via gears (second PTO gear 30 and reverse gear 27), it is easy to use for ships without any major design change. The speed reduction reverser 1 can be provided with a second PTO output shaft 5 for the auxiliary generator 504.

Further, the first PTO output shaft 4, the input shaft 2, and the intermediate shaft 6 are arranged on the same inclined surface where the intermediate shaft 6 side is lowered, and the second PTO output shaft 5 is connected to the intermediate shaft. 6, the second PTO output shaft 5 can be disposed within the lateral width of the housing case 7, and a new protrusion is formed in the marine speed reduction reverser 1. Without being done, the housing case 7 can be made compact.

Further, the housing case 7 is divided in a vertical direction with a plane connecting the shaft centers of the first PTO output shaft 4, the input shaft 2 and the intermediate shaft 6 as a divided surface, and the first surface is divided into the first surface. Since the PTO output shaft 4, the input shaft 2, and the intermediate shaft 6 are rotatably supported, the first PTO output shaft 4, the input shaft 2, and the intermediate shaft 6 can be easily accommodated in a housing case. 7 can be assembled, and the cost can be reduced by reducing the number of assembling steps.

[Inspection window 41]
Next, the configuration of the inspection window 41 according to another embodiment of the present invention will be described with reference to FIGS. In addition, the direction of the arrow A shown in FIGS.

The inspection window 41 is configured using the opening 31a when the auxiliary generator 504 is not provided according to an operator's request, and is mainly formed by the base member 42, the

lid members

43 and 43, and the like. Is done.

The base member 42 is formed of a plate member having a longitudinal direction in the front-rear direction. A rectangular step portion 42a is provided at the center portion of the base member 42. Further, a square-shaped opening portion 42b / Two 42b are formed along a longitudinal direction, and the inspection window 41 is comprised.

The

lids

43 and 43 made of rectangular plate members are fixed to the

openings

42b and 42b by fastening members such as bolts.

By providing the inspection window 41 having such a configuration, it is easy to remove the lid members 43 and 63 when performing daily inspections or confirming the inside of the marine speed reduction reverser 1 due to an unexpected failure. In addition, by providing the base member 42 in the opening 31a of the upper housing case 31, the rigidity around the opening 31a can be increased.

As another embodiment, it is also possible to provide a lid member 44 by a slide method.
That is, as shown in FIG. 18, on the upper and lower sides of the surface of the step portion 42a of the base member 42, the

rectangular members

45 and 45 having a reverse L-shape in cross section are extended in the front-rear direction so that the recesses face each other. A rectangular lid member 44 is provided so as to be slidable back and forth within the concave portions.

With such a configuration, when the operator checks the inside of the marine reduction reversing gear 1, the maintenance performance can be improved without the trouble of loosening a plurality of bolts for detaching the lid member 44. is there.

The technology relating to the piping path of the hydraulic device according to the present invention and the technology relating to each input / output shaft that transmits the in-board power supply can be widely used for a marine speed reduction reverser.

Claims

Has a hydraulic clutch for forward and backward movement,
In a hydraulic device for a marine reduction reverse rotation machine that performs connection / disconnection of the hydraulic clutch by operating a switching valve,
Providing a communication path from the hydraulic oil path between the switching valve and the hydraulic pressure source to the lubricating oil path;
An oil path for detecting the hydraulic pressure of the hydraulic oil path and an oil path for detecting the hydraulic pressure of the lubricating oil path are connected to the original pressure distribution plate;
The original pressure distribution plate is disposed at substantially the center on the hydraulic equipment mounting surface provided in the marine reduction reverse rotation machine,
The switching valve and the hydraulic pressure detection means are arranged around the original pressure distribution plate.
A hydraulic device for a marine reduction reverse rotation machine.
An equipment distribution plate is arranged in the vicinity of the original pressure distribution plate,
Communicate through piping,
A plurality of hydraulic pressure detection means for detecting the hydraulic pressure of the lubricating oil path is disposed on the equipment distribution plate.
The hydraulic apparatus for a marine speed reduction reverser according to claim 1, wherein
An input shaft for inputting engine driving force;
An output shaft for decelerating and reversing the driving force and transmitting it to the screw;
A first PTO output shaft connected to the main generator and outputting the driving force to the main generator;
An intermediate shaft for reversing the driving force and transmitting it to the output shaft;
A housing case that supports these input shaft, output shaft, first PTO output shaft, and intermediate shaft;
In a marine speed reduction reversing machine comprising:
An input shaft is arranged in parallel between the first PTO output shaft and the intermediate shaft,
A second PTO output shaft is provided in parallel on the outer side of the intermediate shaft of the housing case,
An auxiliary generator for small power is connected to the second PTO output shaft,
A marine speed reduction reverser characterized by that.
An opening is provided on the outer side surface of the intermediate shaft of the housing case,
A second PTO housing case that supports the second PTO output shaft is configured to be detachable from the opening,
Interlockingly connecting the second PTO output shaft and the intermediate shaft via a gear;
The marine speed reduction reverser according to claim 3, wherein
The first PTO output shaft, the input shaft, and the intermediate shaft are disposed on the same inclined surface where the intermediate shaft side is lowered,
The second PTO output shaft is disposed obliquely above the intermediate shaft.
The marine speed reduction reversing machine according to claim 3 or 4, wherein
The housing case is
Dividing the first PTO output shaft, the input shaft, and the center axis of each intermediate shaft in the vertical direction as a dividing surface,
The first PTO output shaft, the input shaft, and the intermediate shaft are rotatably supported on the dividing surface.
The marine speed reduction reversing machine according to any one of claims 3 to 5, wherein