JP2018100029A - Deceleration reversal device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control a switching operation between a forward 1st speed and a forward 2nd speed and an operation of a neutral brake with a simple oil passage configuration in a deceleration reversing machine in which a forward output is configured as a forward 2nd speed type. SOLUTION: A deceleration reversing machine 8 has a forward / backward switching mechanism 17 for switching the rotational power of a main engine 7 mounted on a ship 1 to forward, neutral or reverse output, and an output from the forward / backward switching mechanism 17 to a propeller 5. The output shaft 13 for transmission and the neutral brake 31 for braking the output shaft 13 when the forward / backward switching mechanism 17 is neutral are provided, and the forward output of the forward / backward switching mechanism 17 is configured as a forward two-speed type, and the forward output is advanced. The switching operation of a single speed ratio switching valve 27 that switches between 1st speed and 2nd forward speed is controlled by the speed ratio switching solenoid valve 28, and the neutral brake 31 that brakes when neutral is released by the brake release solenoid valve 30. It is configured to be possible. [Selection diagram] Fig. 6

Description

  The present invention relates to a reduction / reverse gear that transmits rotational power of a main engine mounted on a ship to a propeller via a forward / reverse switching mechanism.

  In a speed reducer and reverse gear mounted on a boat such as a fishing boat or pleasure boat, if the hydraulic clutch is kept in a neutral state with the power cut off, the hydraulic oil in the friction plate of the hydraulic clutch causes the output shaft and thus the propeller to rotate. There is. In this regard, in the conventional reduction reverse rotation machine, a hydraulic neutral brake that brakes the output shaft at the neutral time is provided to prevent the output shaft and the propeller from being rotated at the neutral time (see, for example, Patent Document 1). .

  By the way, in this type of ship, the propeller is rotated (played) by the surrounding water flow, for example, when one-lung operation is performed on a two-machine two-shaft specification ship, when the net is lifted in a neutral state, or when it is neutralized from full speed navigation. ), The neutral brake is activated, and a load is applied to the neutral brake. Here, since the brake capacity of the neutral brake is generally set corresponding to the torque that suppresses the rotation of the propeller caused by the hydraulic oil, it is assumed that the output shaft is braked by the neutral brake when the propeller is idle. However, the neutral brake cannot sufficiently suppress the propulsion force of the propeller, and the neutral brake is easily damaged by an excessive load. Therefore, it has been proposed to provide an electromagnetic valve for releasing the neutral brake when an excessive load is applied to the neutral brake (see, for example, Patent Document 2).

JP-A-6-34044 Japanese Patent Laying-Open No. 2006-165828

  However, in Patent Document 2, a neutral reverse brake solenoid valve is further provided in a configuration in which the forward output is configured as a forward two-speed type in which the forward speed is changed to the first forward speed or the second forward speed using a plurality of solenoid valves. As a result, the oil passage configuration of the speed reduction reverser becomes complicated and the number of solenoid valves increases, leading to an increase in manufacturing cost, so there is room for improvement.

  This invention makes it the technical subject to provide the speed reduction reverser which improved after examining the above present conditions.

  The speed reduction reverse rotation machine of the present invention is a forward / reverse switching mechanism that switches the rotational power of a main engine mounted on a ship to forward, neutral or reverse output, an output shaft that transmits the output from the forward / reverse switching mechanism to a propeller, A neutral brake that brakes the output shaft when the forward / reverse switching mechanism is neutral, wherein the forward output of the forward / reverse switching mechanism is configured as a forward two-speed type, and the forward output is defined as forward first speed and forward The switching operation of the speed ratio switching valve that switches to the second speed is controlled by a single speed ratio switching solenoid valve, and the neutral brake that performs the braking operation when neutral is configured to be releaseable by the brake releasing solenoid valve It is.

  In the reduction / reverse gear of the present invention, the speed ratio switching valve is provided in a speed ratio switching valve block disposed in a housing that houses the forward / reverse switching mechanism, and the speed ratio switching electromagnetic wave is provided in the speed ratio switching valve block. A valve and the brake release solenoid valve are attached, and the speed ratio switching solenoid valve moves forward in the speed ratio switching valve block through a speed ratio switching pilot oil passage to which hydraulic oil is supplied to the speed ratio switching valve. Connected to a first speed pilot oil path or a forward second speed pilot oil path to switch the speed ratio switching valve, and the speed ratio switching valve moves forward in the forward oil path to which hydraulic oil is supplied toward the forward first speed clutch. A first-speed oil path or a forward second-speed oil path toward the forward second-speed clutch, and the brake release solenoid valve connects a neutral oil path to which hydraulic oil is supplied to a brake oil path toward the neutral brake, or Close Unishi may be.

  In the speed reduction reverse rotation machine of the present invention, a neutral switch for detecting a neutral state of the forward / reverse switching mechanism, a rotational speed detection sensor for detecting the rotational speed of the output shaft, the neutral switch, and the rotational speed detection sensor A controller that switches the neutral brake between a braking state and a release state based on the detection information, and the controller closes the brake release solenoid valve when the rotational speed of the output shaft exceeds a predetermined lower limit rotational speed; Thus, the neutral brake may be released, and the lower limit rotational speed may be varied between when the rotational speed of the output shaft increases and when it decreases.

  The speed reduction reverse rotation machine of the present invention is a forward / reverse switching mechanism that switches the rotational power of a main engine mounted on a ship to forward, neutral or reverse output, an output shaft that transmits the output from the forward / reverse switching mechanism to a propeller, A neutral brake that brakes the output shaft when the forward / reverse switching mechanism is neutral, wherein the forward output of the forward / reverse switching mechanism is configured as a forward two-speed type, and the forward output is defined as forward first speed and forward Since the switching operation of the speed ratio switching valve for switching to the second speed is controlled by a single speed ratio switching solenoid valve, the neutral brake that performs the braking operation when neutral is configured to be able to be released by the brake releasing solenoid valve. In addition to the forward two-speed configuration, the switching operation between the first forward speed and the second forward speed and the operation of the neutral brake can be controlled with a small number of solenoid valves and a simple oil passage configuration, and a neutral brake release function is provided. An increase in the manufacturing cost can be suppressed.

  In the reduction / reverse gear of the present invention, the speed ratio switching valve is provided in a speed ratio switching valve block disposed in a housing that houses the forward / reverse switching mechanism, and the speed ratio switching electromagnetic wave is provided in the speed ratio switching valve block. A valve and the brake release solenoid valve are attached, and the speed ratio switching solenoid valve moves forward in the speed ratio switching valve block through a speed ratio switching pilot oil passage to which hydraulic oil is supplied to the speed ratio switching valve. Connected to a first speed pilot oil path or a forward second speed pilot oil path to switch the speed ratio switching valve, and the speed ratio switching valve moves forward in the forward oil path to which hydraulic oil is supplied toward the forward first speed clutch. A first-speed oil path or a forward second-speed oil path toward the forward second-speed clutch, and the brake release solenoid valve connects a neutral oil path to which hydraulic oil is supplied to a brake oil path toward the neutral brake, or Close In this way, by installing both solenoid valves in a single speed ratio switching valve block, it is possible to reduce hydraulic piping and consolidate and downsize the oil passage structure, while reducing the number of parts in the hydraulic system and assembling work. Contributes to the reduction of man-hours. In addition, since the switching operation between the first forward speed and the second forward speed is controlled by a single speed ratio switching solenoid valve, the oil passage configuration in the speed ratio switching valve block can be simplified, and the speed ratio switching valve block can be made compact. In addition, the manufacturing cost of the speed ratio switching valve block can be reduced, and as a result, the entire reduction reverse rotating machine can be made compact and the manufacturing cost can be reduced.

  In the speed reduction reverse rotation machine of the present invention, a neutral switch for detecting a neutral state of the forward / reverse switching mechanism, a rotational speed detection sensor for detecting the rotational speed of the output shaft, the neutral switch, and the rotational speed detection sensor A controller that switches the neutral brake between a braking state and a release state based on the detection information, and the controller closes the brake release solenoid valve when the rotational speed of the output shaft exceeds a predetermined lower limit rotational speed; When the neutral brake is released and the lower limit rotational speed is made different between when the rotational speed of the output shaft increases and when the rotational speed decreases, for example, one-lung operation on a two-machine two-shaft specification ship The neutral brake is released even when the propeller rotates at a high speed, such as when the net is lifted in the neutral state or when it is neutralized from full speed navigation. In addition, it is possible to prevent an excessive load from being applied to the neutral brake and to properly release the neutral brake according to the lower limit rotation speed that is different between when the output shaft rotation speed increases and when the output shaft decreases. And early wear can be reliably prevented. Note that the lower limit rotation speed when the rotation speed of the output shaft is increased may be higher or lower than the lower limit rotation speed when the rotation speed is decreased. For example, if the lower limit rotational speed when the output shaft rotational speed is increased is set higher than the lower limit rotational speed when the rotational speed is decreased, when the output shaft rotational speed is increased, until the lower limit rotational speed is reached, Unintentional movement of the ship due to the rotation of the propeller can be prevented, and when the rotational speed of the output shaft is lowered, the neutral brake can be reliably prevented from operating at a high rotational speed of the output shaft, and damage to the neutral brake can be prevented.

It is a schematic side view of the pleasure boat provided with the deceleration reverse rotation machine. It is a perspective view of a reduction reverse rotation machine. It is a rear view of a deceleration reverse rotation machine. It is a left view of a deceleration reverse rotation machine. It is a right view of a reduction reverse rotation machine. It is explanatory drawing of an example of the hydraulic circuit of a deceleration reverse rotation machine. It is explanatory drawing at the time of neutral of the hydraulic circuit. It is explanatory drawing at the time of the 1st forward speed of the hydraulic circuit. It is explanatory drawing at the time of the 2nd forward speed of the hydraulic circuit. It is explanatory drawing at the time of reverse drive of the hydraulic circuit. It is explanatory drawing of the other example of the hydraulic circuit of a deceleration reverse rotation machine. It is explanatory drawing at the time of neutral of the hydraulic circuit. It is explanatory drawing at the time of the 1st forward speed of the hydraulic circuit. It is explanatory drawing at the time of the 2nd forward speed of the hydraulic circuit. It is explanatory drawing at the time of reverse drive of the hydraulic circuit. It is a functional block diagram of an example of a controller. It is a flowchart of neutral brake control by the controller. It is a functional block diagram of the other example of a controller. It is a flowchart of neutral brake control by the controller.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings (FIGS. 1 to 16). As shown in FIG. 1, a pleasure boat 1 that is a ship includes a hull 2, a cabin 3 disposed on the center of the upper surface of the hull, a rudder 4 provided on the bottom tail side of the hull 2, and a bottom tail side of the hull 2. And a propeller 5 disposed in front of the rudder 4. The cabin 3 is a control section. In the cabin 3, there are provided a steering handle (not shown) for changing the advancing direction of the hull 2 to the left and right, and a forward / reverse lever 26 (see FIG. 6) for switching the advancing direction of the hull 2 between forward and reverse. ing. A propulsion shaft 6 for rotating the propeller 5 is pivotally supported on the rear bottom side of the hull 2. A propeller 5 is attached to the protruding end side of the propulsion shaft 6. In the hull 2, an engine 7 as a main engine that is a drive source of the propeller 5, and a speed reduction reverser 8 that transmits the rotational power of the engine 7 to the propeller 5 via the propulsion shaft 6 are provided. The propeller 5 is rotated by the rotational power transmitted from the engine 7 to the propulsion shaft 6 via the speed reduction reverser 8.

  As shown in FIG. 2 to FIG. 5, an input shaft 11 coupled to a flywheel (not shown) of the engine 7 via a damper joint 10 and a coupling 12 are provided in a housing 9 constituting the speed reduction reverse rotation machine 8. And an output shaft 13 connected to the propulsion shaft 6 via the projection shaft 6 so as to protrude in opposite directions. The input shaft 11 is rotatably supported on the front upper portion of the housing 9. The output shaft 13 is rotatably supported at the lower back of the housing 9. In the housing 9 of the speed reduction reverse rotation machine 8, the forward first speed clutch 14 and the forward second speed clutch 15 that interrupt power transmission in the forward (forward) direction from the input shaft 11 to the output shaft 13, and the input shaft 11. A reverse clutch 16 that interrupts power transmission in the reverse (reverse) direction toward the output shaft 13 is housed. A combination of the forward first speed clutch 14, the forward second speed clutch 15, and the reverse clutch 16 constitutes a forward / reverse switching mechanism 17. Therefore, the forward output of the forward / reverse switching mechanism 17 is a two-speed type. On the rear side of the housing 9, an oil passage block 18 in which a hydraulic circuit 20 described later is formed is provided. The oil passage block 18 of the embodiment is located above the output shaft 13 on the back side of the housing 9.

  The forward first speed clutch 14, the forward second speed clutch 15 and the reverse clutch 16 are wet multi-plate hydraulic friction clutches. By bringing the friction plates of the clutches 14 to 16 into pressure contact with the operating oil pressure, the input shaft 11 and the output shaft 13 are connected so as to be able to transmit power. That is, the forward first speed clutch 14 or the forward second speed clutch 15 is connected and the reverse clutch 16 is disconnected, so that the rotational power of the input shaft 11 is transmitted to the output shaft 13 as an output in the forward (forward) direction. Become. By disconnecting the forward first speed clutch 14 and the forward second speed clutch 15 and connecting the reverse clutch 16, the reverse drive state is established in which the rotational power of the input shaft 11 is transmitted to the output shaft 13 as an output in the reverse (reverse) direction. Then, all of the forward first speed clutch 14, the forward second speed clutch 15, and the reverse clutch 16 are disconnected, thereby achieving a neutral state in which no power is transmitted to the output shaft 13. If the pressure of the friction plates of the clutches 14 to 16 is increased or decreased by the operating hydraulic pressure to cause slip engagement (half-clutch engagement), a part of the rotational power of the input shaft 11 is transmitted to the output shaft 13 and the output shaft 13 As a result, the propeller 5 provided on the propulsion shaft 6 enters a state of low speed running at a low speed.

  Next, the structure of the hydraulic circuit 20 of the speed reduction reverser 8 will be described with reference to FIG. 6 in addition to the previous drawings. The hydraulic circuit 20 of the speed reduction reverser 8 includes a hydraulic oil pump 21 that is driven by the rotational power of the engine 7. The hydraulic oil pump 21 supplies hydraulic oil to the forward first speed clutch 14, the forward second speed clutch 15, the reverse clutch 16, and the like. The hydraulic oil pump 21 is attached to an oil passage block 18 provided on the back side of the housing 9. That is, the hydraulic oil pump 21 is attached to the back side of the housing 9 via the oil passage block 18. The suction side of the hydraulic oil pump 21 is connected to the hydraulic oil tank 22 via the hydraulic oil strainer 23.

  The hydraulic oil passage 71 connected to the discharge side of the hydraulic oil pump 21 is connected to the forward oil passage 72 toward the speed ratio switching valve 27, the reverse oil passage 73 toward the reverse clutch 16, or the brake via the forward / reverse switching valve 25. It is connected to a neutral oil passage 74 toward the release solenoid valve 30. The forward / reverse switching valve 25 controls the switching operation of the forward / reverse switching mechanism 17. That is, the forward / reverse switching valve 25 is operated by switching the forward / reverse lever 26 to move forward to supply the hydraulic oil to the forward first speed clutch 14 or forward second speed clutch 15 and to the reverse position to supply hydraulic oil to the reverse clutch 16. And a neutral position where supply of hydraulic oil to all of the clutches 14 to 16 is stopped can be switched to three positions.

  The forward oil passage 72 from the forward / reverse switching valve 25 is connected to the forward first speed oil passage 75 toward the forward first speed clutch 14 or the forward second speed oil passage 76 toward the forward second speed clutch 15 via the speed ratio switching valve 27. Connected to. The speed ratio switching valve 27 is a hydraulic pilot type 4-port 2-position switching valve, and is housed in a speed ratio switching valve block 29 attached to the back surface of the oil passage block 18.

  The neutral oil path 74 from the forward / reverse switching valve 25 is connected to the brake oil path 80 or the closed path 81 toward the neutral brake 31 via the brake release electromagnetic valve 30. The neutral brake 31 brakes the output shaft 13 when the forward / reverse switching mechanism 17 is neutral. The brake release solenoid valve 30 is an electromagnetic 4-port 2-position switching valve, and controls the operation of the neutral brake 31 by supplying and discharging hydraulic oil. The neutral brake 31 is provided on the brake shaft 34 of the brake gear 33 that always meshes with the output gear 32 fixed to the output shaft 13. The braking operation of the neutral brake 31 prevents the rotation of the brake shaft 34 and the rotation of the output gear 32 via the brake gear 33.

  A speed ratio switching pilot oil path 77 is branched from the hydraulic oil path 71 toward the speed ratio switching solenoid valve 28. The speed ratio switching pilot oil passage 77 is directed to the forward first speed pilot oil passage 78 toward the spool one end of the speed ratio switching valve 27 or the other end of the spool of the speed ratio switching valve 27 via the speed ratio switching solenoid valve 28. Connected to forward second speed pilot oil passage 79. Depending on the combination of the switching operation of the forward / reverse switching valve 25, the speed ratio switching valve 27, and the speed ratio switching solenoid valve 28, any one of the forward first speed clutch 14, the forward second speed clutch 15, the reverse clutch 16 or the brake release electromagnetic valve 30 is selected. In addition, hydraulic oil is selectively supplied.

  Oil passages 72, 74, 77 from the forward / reverse switching valve 25 to the speed ratio switching valve block 29 are formed in the forward / reverse switching valve 25, the oil passage block 18, and the speed ratio switching valve block 29. A forward first speed oil passage 75 from the speed ratio switching valve 27 to the forward first speed clutch 14 is formed in the speed ratio switching valve block 29 and the oil path block 18. A forward second speed oil passage 76 from the speed ratio switching valve 27 to the forward second speed clutch 15 is guided from the inside of the speed ratio switching valve block 29 to the forward second speed clutch 15 through hydraulic piping. A brake oil passage 80 from the brake release solenoid valve 30 to the neutral brake 31 is guided from the speed ratio switching valve block 29 to the neutral brake 31 through the hydraulic piping. A forward first speed pilot oil passage 78 and a forward second speed pilot oil passage 79 are also formed in the speed ratio switching valve block 29.

  Further, in the oil passage block 18, a lubricating oil passage for injecting the hydraulic oil as the lubricating oil to each clutch 14-16 from the hydraulic oil passage 71 toward the forward / reverse switching mechanism 17 (each clutch 14-16). 35 is extended. In the lubricating oil passage 35, in order from the upstream side, an operating hydraulic pressure adjustment valve 36 that is a relief valve for holding hydraulic pressure, a lubricating oil cooler 37 that cools the hydraulic oil (lubricating oil), a lubricating hydraulic pressure adjustment valve 38, and lubrication An oil strainer 39 is provided. The hydraulic oil after passing through the hydraulic oil pressure adjusting valve 36 passes through the lubricating oil cooler 37 and is lowered to the low pressure by the lubricating oil pressure adjusting valve 38, and then through the lubricating oil strainer 39, the forward first speed clutch 14, The lubricating oil is supplied to the second speed clutch 15 and the reverse clutch 16. Unnecessary hydraulic oil of a predetermined pressure or higher is returned to the hydraulic oil tank 22 from the lubricating oil pressure adjusting valve 38.

  The operating hydraulic pressure adjustment valve 36 is provided with a slow insertion valve 40 that uses this to relieve shock caused by clutch connection at the time of forward switching or reverse switching. The slow fitting valve 40 gradually increases the hydraulic pressure to the forward first speed clutch 14, the forward second speed clutch 15 or the reverse clutch 16 by the back pressure introduced from the forward / reverse switching valve 25, and the clutch at the time of forward or reverse switching. It will alleviate the shock caused by connection.

  The operation of the loose insertion valve 40 will be roughly described. The hydraulic pressure adjusting valve 36 is opened according to the hydraulic pressure flowing through the lubricating oil passage 35 when the forward / reverse switching valve 25 is neutral. When the forward / reverse switching valve 25 is driven to switch to the forward position or the reverse position, the hydraulic oil flows into the slow fitting valve 40 via the forward / reverse switching valve 25 and closes the hydraulic pressure adjusting valve 36. A relief spring 41 is interposed between the hydraulic pressure adjusting valve 36 and the loosely fitted valve 40. By the compression of the relief spring 41, the operating hydraulic pressure adjustment valve 36 operates more slowly than the loose insertion valve 40 and gradually closes. Therefore, the hydraulic pressure of the forward first speed clutch 14 and the forward second speed clutch 15 or the hydraulic pressure of the reverse clutch 16 gradually increases, and the forward first speed clutch 14, the forward second speed clutch 15 or the reverse clutch 16 is gradually connected. Set to the state (engaged state). As a result, the shock when the clutches 14 to 16 are connected is alleviated.

  A relief valve 43 is provided in a bypass oil path 42 that bypasses the hydraulic pressure adjustment valve 36 and connects the hydraulic oil path 71 and the lubricating oil path 35. When the hydraulic pressure adjusting valve 36 is closed and any of the clutches 14 to 16 is connected, the hydraulic oil in the hydraulic oil passage 71 is increased by driving the hydraulic oil pump 21 and the relief valve 43 is opened. Thus, the hydraulic oil is introduced from the hydraulic oil path 71 to the lubricating oil path 35 via the bypass oil path 42.

  As shown in FIG. 7, when the forward / reverse switching valve 25 is switched to the neutral position by the switching operation of the forward / reverse lever 26, the hydraulic oil passage 71 is connected to the neutral oil passage 74 via the forward / reverse switching valve 25. When the brake solenoid 53 of the brake release solenoid valve 30 is excited and the brake release solenoid valve 30 is opened, the brake oil passage 80 is connected to the neutral oil passage 74 via the brake release solenoid valve 30. The As a result, hydraulic oil is supplied from the hydraulic oil path 71 to the neutral brake 31 via the forward / reverse switching valve 25, the neutral oil path 74, and the brake release electromagnetic valve 30, and the neutral brake 31 is braked. As a result, the brake is applied to the output shaft 13, the propulsion shaft 6 and thus the propeller 5, and the rotation of the output shaft 13, the propulsion shaft 6 and the propeller 5 is prevented.

  Detailed control of the brake release solenoid valve 30 in the neutral state will be described later. For example, when the lifting net is in the neutral state, or when the neutral state is changed from full speed navigation, the propeller 5 is idled at high speed by the surrounding water flow. When the brake release solenoid valve 30 is manually operated or automatically closed, the brake oil path 80 is connected to the hydraulic oil tank 22 and the neutral oil path 74 is connected to the closed path 81 so that the neutral brake 31 is Release operation. Thereby, there is no possibility that an excessive load is applied to the neutral brake 31 due to the high-speed rotation of the propeller 5, and it is possible to reliably prevent the neutral brake 31 from being damaged during coasting or net-winding towing.

  In the neutral state, the electromagnetic solenoid of the speed ratio switching solenoid valve 28 is in a demagnetized state, and the speed ratio switching solenoid valve 28 connects the forward first speed pilot oil passage 78 to the speed ratio switching pilot oil passage 77. The forward second speed pilot oil passage 79 is connected to the hydraulic oil tank 22. The forward first speed oil passage 75 is connected to the hydraulic oil tank 22 via the speed ratio switching valve 27, the forward oil passage 72 and the forward / reverse switching valve 25, and the forward second speed oil path 76 is connected to the speed ratio switching valve 27. The reverse oil passage 73 is connected to the hydraulic oil tank 22 via the forward / reverse switching valve 25. As a result, the forward first speed clutch 14, the forward second speed clutch 15, and the reverse clutch 16 are all in a power cut-off state.

  As shown in FIGS. 8 to 10, when the forward / reverse switching valve 25 is switched to a position other than the neutral position, the brake electromagnetic solenoid 53 is demagnetized, the brake release electromagnetic valve 30 is closed, and the neutral oil passage 74 is closed. The hydraulic oil supply to the neutral brake 31 is stopped by being connected to the closed path 81, and the brake oil path 80 is connected to the hydraulic oil tank 22 via the brake releasing electromagnetic valve 30, so that the neutral brake 31 is released. As a result, the braking of the output shaft 13, the propulsion shaft 6 and the propeller 5 is released, and the rotation of the output shaft 13, the propulsion shaft 6 and the propeller 5 is allowed.

  As shown in FIG. 8, when the speed reduction reverser 8 is in the first forward speed state, the forward / reverse switching valve 25 is switched to the forward position by the switching operation of the forward / reverse lever 26, and the forward oil path 72 is the hydraulic oil path 71. Connected to. Further, the forward first speed pilot oil passage 78 is connected to the speed ratio switching pilot oil passage 77 by the speed ratio switching solenoid valve 28 in which the electromagnetic solenoid is demagnetized, and the forward second speed pilot oil passage 79 is connected to the hydraulic oil tank 22. Connected. The speed ratio switching valve 27 is in a state where the forward first speed oil passage 75 is connected to the forward oil passage 72 and the forward second speed oil passage 76 is connected to the hydraulic oil tank 22. Thus, the forward first speed oil passage 75 is connected to the hydraulic oil pump 21 via the speed ratio switching valve 27, the forward oil passage 72, the forward / reverse switching valve 25, and the hydraulic oil passage 71, and the forward first speed oil passage 75 is operated. Oil is supplied, and the forward first speed clutch 14 is in a power connected state. At this time, the forward second speed oil passage 76 is connected to the hydraulic oil tank 22 via the speed ratio switching valve 27, and the reverse oil passage 73 is connected to the hydraulic oil tank 22 via the forward / reverse switching valve 25. Both the forward second speed clutch 15 and the reverse clutch 16 are in a power cut-off state.

  As shown in FIG. 9, when the speed reduction reverser 8 is in the second forward speed state, the electromagnetic solenoid of the speed ratio switching solenoid valve 28 is excited from the first forward speed state shown in FIG. The connection position of the valve 28 is switched, the forward second speed pilot oil passage 79 is connected to the speed ratio switching pilot oil passage 77, and the forward first speed pilot oil passage 78 is connected to the hydraulic oil tank 22. As a result, the connection position of the speed ratio switching valve 27 is switched, the forward second speed oil passage 76 is connected to the forward oil passage 72, the forward second speed clutch 15 is in the power connection state, and the forward first speed oil passage 75 is connected. Is connected to the hydraulic oil tank 22, and the forward first speed clutch 14 is in a power cut-off state. Further, since the reverse oil passage 73 is connected to the hydraulic oil tank 22 via the forward / reverse switching valve 25, the reverse clutch 16 is in a power cut-off state.

  As shown in FIG. 10, when the speed reduction reverser 8 is in the reverse movement state, the forward / reverse switching valve 25 is switched to the reverse position by the switching operation of the forward / reverse lever 26, and the reverse oil passage 73 moves the forward / reverse switching valve 25. The reverse clutch 16 is connected to the hydraulic oil passage 71 through the power connection state. The forward first speed oil passage 75 is connected to the hydraulic oil tank 22 via the speed ratio switching valve 27, the forward oil passage 72 and the forward / reverse switching valve 25, and the forward second speed oil path 76 is connected to the speed ratio switching valve 27. Therefore, both the forward first speed clutch 14 and the forward second speed clutch 15 are in a power cut-off state.

  As described above, the speed reduction reverser 8 of this embodiment includes the first forward speed and the second forward speed by the two solenoid valves (the speed ratio switching solenoid valve 28 and the brake release solenoid valve 30) and the one speed ratio switching valve 27. The speed switching operation and the operation of the neutral brake 31 can be controlled. Since the number of electromagnetic valves 28 and 30 attached to the speed ratio switching valve block 29 and the number of speed ratio switching valves 27 in the speed ratio switching valve block 29 are small, the oil path in the speed ratio switching valve block 29 is reduced. While being able to form with a simple structure, the size of the speed ratio switching valve block 29 can be reduced in size, and an increase in manufacturing cost due to the mounting of the neutral brake 31 can be suppressed. Further, the reduction in the size of the speed ratio switching valve block 29 can also reduce the overall size of the speed reduction reverser 8.

  As described above, the output shaft 13 is rotatably supported at the lower back of the housing 9. A neutral brake 31 is attached to one side of the output shaft 13 in the lower back of the housing 9. A lubricating oil cooler 37 is attached to the upper surface side of the housing 9. An oil passage block 18 in which a hydraulic circuit 20 is formed is attached above the output shaft 13 on the rear upper surface of the housing 9, that is, on the rear side of the housing 9. A hydraulic oil pump 21 is attached to the back side of the oil passage block 18. A speed ratio switching valve block 29 incorporating a speed ratio switching valve 27 is attached above the hydraulic oil pump 21 on the back side of the oil passage block 18. On the upper surface of the speed ratio switching valve block 29, a speed ratio switching electromagnetic valve 28 and a brake releasing electromagnetic valve 30 are mounted side by side in the horizontal direction. A forward / reverse switching valve 25 is attached to the upper surface side of the oil passage block 18. In the embodiment, the forward / reverse switching valve 25 is located above the speed ratio switching valve block 29.

  As is apparent from the above description and FIGS. 2 to 6, the speed reduction reverser 8 includes a forward / reverse switching mechanism 17 that switches the rotational power of the main engine 7 mounted on the ship 1 to forward, neutral or backward output, An output shaft 13 for transmitting the output from the forward / reverse switching mechanism 17 to the propeller 5 and a neutral brake 31 for braking the output shaft 13 when the forward / reverse switching mechanism 17 is neutral are provided. A neutral brake that is configured as a speed type and controls the switching operation of the speed ratio switching valve 27 that switches the forward output between the first forward speed and the second forward speed by a single speed ratio switching electromagnetic valve 28, and brakes when neutral. 31 is configured to be released by a brake releasing electromagnetic valve 30. As a result, the speed reduction reverser 8 controls the switching operation of the forward 1st speed and the forward 2nd speed and the operation of the neutral brake 31 with a small number of solenoid valves and a simple oil passage structure, although the structure is the forward 2-speed type. In addition, it is possible to suppress an increase in manufacturing cost due to the release function of the neutral brake 31.

  Further, in the speed reduction reverse rotation machine 8, a speed ratio switching valve 27 is provided in a speed ratio switching valve block 29 disposed in the housing 9 that houses the forward / reverse switching mechanism 17, and the speed ratio switching valve block 29 is provided for speed ratio switching. The solenoid valve 28 and the brake release solenoid valve 30 are attached, and in the speed ratio switching valve block 29, the speed ratio switching solenoid valve 28 passes through the speed ratio switching pilot oil passage 77 to which hydraulic oil is supplied. Is connected to the forward first-speed pilot oil passage 78 or the forward second-speed pilot oil passage 79, and the speed ratio switching valve 27 is switched, and the speed ratio switching valve 27 moves forward in the forward oil passage 72 to which hydraulic oil is supplied. The brake release solenoid valve 30 is connected to the forward first speed oil path 75 toward the first speed clutch 14 or the forward second speed oil path 76 toward the forward second speed clutch 15, and the neutral oil path 74 to which hydraulic oil is supplied is neutralized. To brake 31 Since it is connected or closed to the brake oil passage 80, both the solenoid valves 28 and 30 are provided in the single speed ratio switching valve block 29, so that the hydraulic piping can be reduced and the oil passage structure can be consolidated and made compact. At the same time, it reduces the number of parts in the hydraulic system and contributes to the reduction of assembly man-hours. Further, since the switching operation between the first forward speed and the second forward speed is controlled by the single speed ratio switching electromagnetic valve 28, the oil passage configuration in the speed ratio switching valve block 29 can be simplified, and the speed ratio switching valve block 29 Can be made compact, and the manufacturing cost of the speed ratio switching valve block 29 can be reduced. As a result, the speed reduction reverser 8 as a whole can be made compact and the manufacturing cost can be reduced. Further, by attaching both the speed ratio switching solenoid valve 28 and the brake releasing solenoid valve 30 to the speed ratio switching valve block 29, it is possible to improve the maintainability such as cleaning and maintenance of both the solenoid valve groups 28 and 30 and their surroundings. Also contribute.

  Further, the oil passage block 18 is disposed above the output shaft 13 in the housing 9, and the hydraulic oil pump 21 is disposed above the output shaft 13 in the oil passage block 18, and the speed ratio is disposed above the hydraulic oil pump 21. Since the switching valve block 29 is disposed and the forward / reverse switching valve 25 is disposed above the speed ratio switching valve block 29, the oil from the hydraulic oil pump 21 to the speed ratio switching valve block 29 and the forward / reverse switching valve 25 is oil. The road structure can be made compact.

  Further, a speed ratio switching valve block 29 in which a speed ratio switching valve 27, a speed ratio switching solenoid valve 28, and a brake release solenoid valve 30 are assembled to the oil path block 18, a hydraulic oil pump 21, and a forward / reverse switching valve 25 are provided. Since it is attached, the hydraulic piping structure from the hydraulic oil pump 21 to each hydraulic device 25, 27, 28, 30 can be integrated by the oil passage block 18. That is, the structure of the entire hydraulic system in the reduction reverse rotation machine 8 can be simplified. And in manufacturing the deceleration reverse rotation machine 8, the assembly | attachment man-hour of a hydraulic system can be reduced significantly.

  Next, another embodiment of the speed reduction reverser 8 will be described with reference to FIGS. As shown in FIG. 11, the hydraulic circuit configuration of this embodiment includes the number of speed ratio switching valves incorporated in the speed ratio switching valve block 29 and the speed ratio switching valve as compared with the hydraulic circuit shown in FIG. 6. The oil passage configuration in the block 29 is different. The other configuration of this embodiment is the same as that of the above-described embodiment described with reference to FIGS.

  The speed reduction reverse rotation machine 8 of this embodiment includes a forward first speed speed ratio switching valve 27a and a forward second speed speed ratio switching valve 27b in a speed ratio switching valve block 29. The forward first speed speed ratio switching valve 27a switches the forward first speed oil path 75 to the forward oil path 72 or the hydraulic oil tank 22 for connection. The forward second speed speed ratio switching valve 27b switches the forward second speed oil path 76 to the forward oil path 72 or the hydraulic oil tank 22 for connection. The forward oil passage 72 from the forward / reverse switching valve 25 is branched into two in the speed ratio switching valve block 29. The forward first speed pilot oil passage 78 from the speed ratio switching electromagnetic valve 28 is branched into two, one end of the spool of the forward first speed speed ratio switching valve 27a and the other end of the spool of the forward second speed speed ratio switching valve 27b. Connected to. The forward two-speed pilot oil passage 79 from the speed ratio switching electromagnetic valve 28 is branched into two, the other end of the spool of the forward first speed speed ratio switching valve 27a and the spool of the forward second speed speed ratio switching valve 27b. Connected to the other end.

  As shown in FIG. 12, when the speed reduction reverser 8 is in the neutral state, the forward / reverse switching valve 25 is switched to the neutral position by the switching operation of the forward / reverse lever 26, and the hydraulic oil passage 71 passes through the forward / reverse switching valve 25. To the neutral oil passage 74. Further, the neutral oil passage 74 is switched to the brake oil passage 80 or the closed passage 81 and connected by the control of the brake releasing electromagnetic valve 30, and the neutral brake 31 is braked or released. In the neutral state, the electromagnetic solenoid of the speed ratio switching solenoid valve 28 is demagnetized, and the speed ratio switching solenoid valve 28 connects the forward first speed pilot oil passage 78 to the speed ratio switching pilot oil passage 77 and moves forward. A second speed pilot oil passage 79 is connected to the hydraulic oil tank 22. The forward first speed oil passage 75 is connected to the hydraulic oil tank 22 via the forward first speed speed ratio switching valve 27a, the forward oil passage 72, and the forward / reverse switching valve 25, and the forward second speed oil passage 76 is the forward second speed oil passage 76. The reverse oil passage 73 is connected to the hydraulic oil tank 22 through the forward / reverse switching valve 25 via the speed ratio switching valve 27b. As a result, the forward first speed clutch 14, the forward second speed clutch 15, and the reverse clutch 16 are all in a power cut-off state.

  As shown in FIG. 13, when the speed reduction reverser 8 is in the first forward speed state, the forward / reverse switching valve 25 is switched to the forward position by the switching operation of the forward / reverse lever 26, and the forward oil path 72 is the hydraulic oil path 71. Connected to. The connection positions of the speed ratio switching solenoid valve 28, the forward first speed speed ratio switching valve 27a, and the forward second speed speed ratio switching valve 27b are the same as in the neutral state of FIG. The forward first speed oil passage 75 is connected to the hydraulic oil pump 21 via the forward first speed speed ratio switching valve 27 a, the forward oil passage 72, the forward / reverse switching valve 25, and the hydraulic oil passage 71. The hydraulic oil is supplied, and the forward first speed clutch 14 is in a power connection state. At this time, the forward second speed oil passage 76 is connected to the hydraulic oil tank 22 via the forward second speed speed ratio switching valve 27b, and the reverse oil passage 73 is connected to the hydraulic oil tank 22 via the forward / reverse switching valve 25. Therefore, both the forward second speed clutch 15 and the reverse clutch 16 are in a power cut-off state.

  As shown in FIG. 14, when the speed reduction reverser 8 is in the second forward speed state, the electromagnetic solenoid of the speed ratio switching solenoid valve 28 is excited from the first forward speed state shown in FIG. The connection position of the valve 28 is switched, the forward second speed pilot oil passage 79 is connected to the speed ratio switching pilot oil passage 77, and the forward first speed pilot oil passage 78 is connected to the hydraulic oil tank 22. As a result, the connection position of the forward first speed speed ratio switching valve 27a and the connection position of the forward second speed speed ratio switching valve 27b are switched. The forward 2-speed speed ratio switching valve 27b connects the forward 2-speed oil path 76 to the forward oil path 72, the forward 2-speed clutch 15 enters the power connection state, and the forward 1-speed speed ratio switching valve 27a moves forward. The first speed oil passage 75 is connected to the hydraulic oil tank 22, and the forward first speed clutch 14 enters a power cut-off state. Further, since the reverse oil passage 73 is connected to the hydraulic oil tank 22 via the forward / reverse switching valve 25, the reverse clutch 16 is in a power cut-off state.

  As shown in FIG. 15, when the speed reduction reverser 8 is in the reverse movement state, the forward / reverse switching valve 25 is switched to the reverse position by the switching operation of the forward / reverse lever 26, so that the reverse oil passage 73 moves the forward / reverse switching valve 25. The reverse clutch 16 is connected to the hydraulic oil passage 71 through the power connection state. Further, the forward first speed oil passage 75 and the forward second speed oil passage 76 are respectively connected to the hydraulic oil tank 22 in the same manner as in the neutral state shown in FIG. All the clutches 15 are in a power cut-off state.

  Thus, the speed reduction reverse rotation machine 8 of this embodiment has two solenoid valves (speed ratio switching solenoid valve 28 and brake release solenoid valve 30) and two speed ratio switching valves (speed ratio switching valve for forward first speed). The switching operation between the first forward speed and the second forward speed and the operation of the neutral brake 31 can be controlled by the speed ratio switching valve 27b). Since the number of solenoid valves 28 and 30 attached to the speed ratio switching valve block 29 and the number of speed ratio switching valves 27a and 27b in the speed ratio switching valve block 29 are small, the oil in the speed ratio switching valve block 29 is reduced. The road can be formed with a simple configuration, the speed ratio switching valve block 29 can be reduced in size, and an increase in manufacturing cost due to the mounting of the neutral brake 31 can be suppressed. Further, the reduction in the size of the speed ratio switching valve block 29 can also reduce the overall size of the speed reduction reverser 8. Moreover, the speed reduction reverser 8 of this embodiment can obtain the same operations and effects as those of the speed reduction reverser 8 of the above embodiment described with reference to FIGS.

  Next, a structure for executing the neutral brake control and an example of the control mode will be described with reference to FIGS. 16 and 17. In FIG. 16, the functional block diagram of the controller 50 mounted in the pleasure boat 1 is shown. The controller 50 mainly controls the overall operation of the engine 7 and the reduction / reverse rotation machine 8, and detailed illustration is omitted, but stores a control program and data in addition to a CPU that executes various arithmetic processes and controls. ROM, a RAM for temporarily storing control programs and data, an input / output interface, and the like.

  A neutral switch 51 that detects the neutral state of the forward / reverse switching mechanism 17 and a rotational speed detection sensor 52 that detects the rotational speed of the output shaft 13 are electrically connected to the input side of the controller 50. Further, a braking electromagnetic solenoid 53 of the brake release solenoid valve 30 and the like are electrically connected to the output side of the controller 50. The neutral switch 51 of the embodiment is configured to detect a neutral state (all clutches 14 to 16 are in a disengaged state) by detecting whether the forward / reverse switching valve 25 is in the neutral position. It has become.

  The controller 50 is configured to switch the neutral brake 31 between a braking state and a release state based on detection information from the neutral switch 51 and the rotation speed detection sensor 52. Further, the controller 50 releases the neutral brake 31 when the rotation speed of the output shaft 13 exceeds a predetermined lower limit rotation speed, and the lower limit rotation when the rotation speed of the output shaft 13 increases and decreases. Vary speed. For example, the first lower limit rotation speed RL1 applied when the rotation speed of the output shaft 13 increases is set to a value higher than the second lower limit rotation speed RL2 applied when the rotation speed of the output shaft 13 decreases.

  That is, as shown in the flowchart of FIG. 17, when the neutral switch 51 is on (the forward / reverse switching mechanism 17 is in the neutral state) (S01: YES), the controller 50 is increasing or decreasing the rotational speed of the output shaft 13. It is determined whether it is in the middle (S02). When the rotational speed of the output shaft 13 increases (S02: YES), the controller 50 determines that the rotational speed of the output shaft 13 is equal to or lower than the first lower limit rotational speed RL1 (if lower, S03: YES), the braking electromagnetic solenoid 53 is excited to open the brake release solenoid valve 30 and supply hydraulic oil from the forward / reverse switching valve 25 to the neutral brake 31 via the brake release solenoid valve 30 to brake the neutral brake 31 (S05). . Further, when the rotational speed of the output shaft 13 is decreased (S02: NO), the controller 50 determines that the neutral brake 31 is in a state where the rotational speed of the output shaft 13 is equal to or lower than the second lower limit rotational speed RL2 (if lower, S04: YES). Is braked (S05).

  Further, the controller 50 has the neutral switch 51 turned on (S01: YES), but if the rotational speed of the output shaft 13 exceeds the first lower limit rotational speed RL1 or the second lower limit rotational speed RL2 (if it exceeds, S03: NO) Or, S04: NO), the brake electromagnetic solenoid 53 is demagnetized to close the brake release solenoid valve 30, the supply of the hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S06). If the neutral switch 51 is off (the state in which the forward / reverse switching mechanism 17 is other than neutral) (S01: NO), the controller 50 demagnetizes the brake electromagnetic solenoid 53 and closes the brake release electromagnetic valve 30 to make the neutral brake The hydraulic oil supply to 31 is stopped and the neutral brake 31 is released (S06). The lower limit rotation speed RL itself that is the reference value may be included on the lower side or included on the higher side. In the embodiment, it is included on the lower side.

  When controlled as described above, for example, during single-pulmonary operation on a 2-axle-use ship, towing in a neutral state, when shifting from full speed to neutral, when using a net roller, etc., a hydraulic motor Even when the propeller 5 is swung at a speed exceeding the first lower limit rotation speed RL1 or the second lower limit rotation speed RL2, such as when hoisting a long line using a cable, etc., the hydraulic oil supply to the neutral brake 31 is promptly performed. The neutral brake can be released by stopping. Therefore, there is no possibility that an excessive load is applied to the neutral brake 31 due to the high-speed rotation of the propeller 5, and the neutral brake 31 can be reliably prevented from being damaged.

  In this embodiment, the lower limit rotational speed is different between when the rotational speed of the output shaft 13 (propeller 5) is increased and when the rotational speed is decreased. For example, when the rotational speed of the propeller 5 increases with time in the neutral state, such as after the start of towing or after the start of the lifting net, the first lower limit rotational speed RL1 is set to be higher (for example, 60 rotations per minute). Further, for example, when the rotational speed of the propeller 5 decreases with time in the neutral state, such as when the neutral speed state is changed from full speed navigation, the second lower limit rotational speed RL2 is set lower (for example, 50 rotations per minute). As a result, when the rotation speed of the output shaft 13 is increased, unintentional movement of the ship due to the accompanying rotation of the propeller 5 can be prevented until the rotation speed of the output shaft 13 reaches the higher first lower limit rotation speed RL1. When the rotational speed of the shaft 13 is lowered, the neutral brake 31 can be reliably prevented from being damaged while the rotational speed of the output shaft 13 is high, thereby preventing the neutral brake 31 from being damaged. The first lower limit rotation speed RL1 when the rotation speed of the output shaft 13 is increased may be lower than the second lower limit rotation speed RL2 when the rotation speed is decreased.

  Next, a structure for executing the neutral brake control and another example of the control mode will be described with reference to FIGS. 18 and 19. As shown in FIG. 18, on the input side of the controller 50, a neutral brake release switch 54 for manually releasing the neutral brake 31 and a work motor 57 for a work machine such as a hoist mounted on the ship 1. A work machine switch 55 for switching between turning on and off is further electrically connected. Further, the motor drive circuit 56 of the work motor 57 is further electrically connected.

  The controller 50 is configured to switch the neutral brake 31 between the braking state and the release state based on whether the neutral brake release switch 54 is turned on or off and whether the work implement switch 55 is turned on or off. That is, as shown in the flowchart of FIG. 19, in the controller 50, when the neutral switch 51 is on (S01: YES), the rotational speed of the output shaft 13 is increased when the rotational speed of the output shaft 13 is increased (S02: YES). It is below the first lower limit rotational speed RL (S03: YES), or when the rotational speed of the output shaft 13 is decreasing (S02: NO), the rotational speed of the output shaft 13 is below the second lower limit rotational speed RL2 (S04: If the neutral brake release switch 54 is off (S07: YES) and the work implement switch 55 is off (S08: YES), the neutral brake 31 is braked (S05).

  Further, the controller 50 determines that the neutral switch 51 is on (S01: YES) and the rotation speed of the output shaft 13 is equal to or lower than the first lower limit rotation speed RL1 or the second lower limit rotation speed RL2 (S03: YES or S04). : YES), when the neutral brake release switch 54 is turned on (S03: NO), or when the work machine switch 55 is turned on and the work motor 57 is activated (S04: YES), the braking electromagnetic solenoid 53 is demagnetized to bring the brake release solenoid valve 30 into a closed state, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S06). Thereby, when a passenger wants to release the neutral brake 31 intentionally, or when the ship 1 is pulled by a net or a rope by the operation of a work machine such as a hoisting machine and the propeller 5 is idled, Regardless of the rotational speed of the output shaft 13, the neutral brake 31 can be released to prevent the neutral brake 31 from being damaged.

  As is clear from the above description and FIGS. 2 to 6, the speed reduction reverser 8 includes a neutral switch 51 that detects the neutral state of the forward / reverse switching mechanism 17 and a rotational speed detection sensor that detects the rotational speed of the output shaft 13. 52, and a controller 50 that switches the neutral brake 31 between a braking state and a released state based on detection information of the neutral switch 51 and the rotational speed detection sensor 52. The controller 50 has a rotational speed of the output shaft 13 that is a predetermined lower limit rotational speed. Since the brake release solenoid valve 30 is closed and the neutral brake 31 is released, and the rotation speed of the output shaft 13 is increased and decreased, the lower limit rotation speed is made different. Even if the propeller rotates at high speed, the neutral brake 31 can be released and an excessive load can be prevented from being applied to the neutral brake 31. Together, using the appropriate neutral brake 31 according to different lower speed at the time of falling and during increase in the rotational speed of the output shaft 13 to the released state, it can be reliably prevented from being damaged and premature wear of the neutral brake 31.

  In addition, the structure of each part in this invention is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

1 Pleasure boat (ship)
5 Propeller 7 Engine (main engine)
8 Speed reducer 13 Output shaft 17 Forward / reverse switching mechanism 27 Speed ratio switching valve 28 Speed ratio switching solenoid valve 29 Speed ratio switching valve block 30 Brake release solenoid valve 31 Neutral brake 50 Controller 51 Neutral switch 52 Rotational speed detection sensor 72 Forward oil passage 74 Neutral oil passage 78 Forward first speed pilot oil passage 79 Forward second speed pilot oil passage 80 Brake oil passage

Claims (3)

A forward / reverse switching mechanism that switches the rotational power of the main engine mounted on the ship to forward, neutral or reverse output, an output shaft that transmits the output from the forward / reverse switching mechanism to the propeller, and the forward / reverse switching mechanism when neutral In the reduction reverse rotation machine comprising a neutral brake for braking the output shaft,
The forward output of the forward / reverse switching mechanism is configured as a forward two-speed type,
A switching operation of a speed ratio switching valve for switching the forward output between the first forward speed and the second forward speed is controlled by a single speed ratio switching solenoid valve;
The neutral brake that is braked when neutral is configured to be able to be released by a solenoid valve for brake release.
Reduction reverse rotation machine. The speed ratio switching valve block is provided in a speed ratio switching valve block disposed in a housing that houses the forward / reverse switching mechanism, and the speed ratio switching solenoid block and the brake release solenoid valve are provided in the speed ratio switching valve block. Install,
In the speed ratio switching valve block, the speed ratio switching solenoid valve is connected to the speed ratio switching valve through a speed ratio switching pilot oil path to which hydraulic oil is supplied. The speed ratio switching valve is connected to a road to switch the speed ratio switching valve, and the speed ratio switching valve heads the forward oil path to which the hydraulic oil is supplied to the forward first speed oil path or forward second speed clutch. Connected to the forward second speed oil passage, and the brake release solenoid valve connects or closes the neutral oil passage to which the hydraulic oil is supplied to the brake oil passage toward the neutral brake,
The reduction reverse rotation machine according to claim 1. A neutral switch for detecting the neutral state of the forward / reverse switching mechanism, a rotational speed detection sensor for detecting the rotational speed of the output shaft, and the neutral brake in a braking state based on detection information of the neutral switch and the rotational speed detection sensor And a controller that switches to the release state,
When the rotational speed of the output shaft exceeds a predetermined lower limit rotational speed, the controller closes the electromagnetic valve for brake release to release the neutral brake, and when the rotational speed of the output shaft increases. And the lower limit rotational speed is different at the time of lowering,
The reduction reverse rotation machine according to claim 1 or 2.

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