JP4096733B2 - Control device and control method for power transmission device with continuously variable transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device and a control method for a marine power transmission device including a continuously variable transmission.
[0002]
[Prior art]
DESCRIPTION OF RELATED ART Conventionally, what was equipped with the transmission as a power transmission device for ships is known. For example, Patent Document 1 discloses a marine power transmission device including a two-stage transmission.
[0003]
Recently, a power transmission device including a continuously variable transmission is also known.
[0004]
For example, Patent Document 2 discloses a device including a continuously variable transmission provided with a hydraulic power transmission path and a mechanical power transmission path. Further, Patent Document 3 discloses one that includes a continuously variable transmission including a pulley and a V-belt.
[0005]
In addition, as described in Patent Document 4, the present inventors have invented a power transmission device including a continuously variable transmission using a planetary gear mechanism.
[0006]
[Patent Document 1]
JP-A-5-105191 [Patent Document 2]
Japanese Patent Laid-Open No. 5-77788 [Patent Document 3]
Japanese Patent Laid-Open No. 5-87201 [Patent Document 4]
Japanese Patent Laid-Open No. 2002-221260
[Problems to be solved by the invention]
However, Patent Documents 2 to 4 do not describe any control device and control method for controlling the gear ratio of the continuously variable transmission ratio of the power transmission device.
[0008]
The ship operator adjusts the rotational speed (ship speed) of the engine, for example, by manually operating a lever or the like. The speed ratio of the continuously variable transmission is adjusted according to the ship speed while manually adjusting the engine speed. It is very difficult to adjust manually. In addition, it is very difficult to adjust the continuously variable transmission to the optimum gear ratio with respect to the ship speed according to the operator's feeling.
[0009]
For this reason, a control device that automatically controls the gear ratio of the continuously variable transmission has been desired.
[0010]
In particular, since the ship accelerates to the maximum ship speed after the start of navigation, and then sails at almost constant ship speed, the speed ratio of the continuously variable transmission is optimally controlled when the ship accelerates to the maximum ship speed. Thus, there has been a demand for a control device and a control method that can reach the maximum ship speed in a short period of time.
[0011]
Accordingly, an object of the present invention is to solve the above-described problems and to provide a control device and a control method for a power transmission device provided with a continuously variable transmission, and optimally control the gear ratio of the continuously variable transmission when the ship is accelerated. A control device and a control method are provided.
[0012]
[Means for Solving the Problems]
To achieve the above object, the present invention provides an input shaft to which power from an engine is input, an output shaft connected to the propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. A control device for a power transmission device comprising: an engine rotation adjusting means comprising a lever or the like manually operated to adjust the rotation speed of the engine; and a first position detecting the position of the engine rotation adjusting means. Detecting means; control means for controlling the rotational speed of the engine according to the position of the engine rotation adjusting means detected by the first detecting means; and controlling the gear ratio of the continuously variable transmission; and the propeller Second control means for detecting the rotational speed of the shaft, wherein the control means changes the position of the engine rotation adjusting means detected by the first detection means to the engine rotational speed increasing side. When the engine speed is controlled according to the change, the speed ratio of the continuously variable transmission is first controlled to the lowest speed ratio, and then the speed of the propeller shaft detected by the second detecting means is controlled. Is the predetermined value set for the propeller shaft rotation speed at the maximum ship speed when the transmission gear ratio of the continuously variable transmission is set to the minimum speed ratio, the transmission gear ratio of the continuously variable transmission is set to the minimum speed. The speed ratio is gradually changed from the highest speed ratio.
[0015]
Further, a predetermined value of the rotation speed of the propeller shaft corresponding to the position of the engine rotation adjusting means is input in advance as a map to the control means, and the control means detects the engine rotation detected by the first detection means. When the position of the adjustment means changes to the engine speed increase side, the predetermined value may be selected from the map according to the position of the engine rotation adjustment means after the change.
[0016]
The continuously variable transmission includes a sun gear, a plurality of planetary gears meshed with the sun gear, a carrier that pivotally supports these planetary gears and that is connected to the output shaft, and meshes with the planetary gear and the input A planetary gear mechanism having an internal gear to which rotation of the shaft is input, and a rotating device that changes the gear ratio by changing the rotation of the sun gear of the planetary gear mechanism. The speed ratio of the continuously variable transmission may be controlled by controlling the rotation.
[0017]
Furthermore, the present invention provides a power transmission comprising an input shaft to which power from an engine is input, an output shaft connected to the propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. An apparatus control method, comprising: an engine rotation adjusting means comprising a lever or the like manually operated to adjust the rotation speed of the engine; a first detection means for detecting the position of the engine rotation adjusting means; The engine speed is controlled in accordance with the position of the engine rotation adjusting means detected by one detecting means, and the control means for controlling the transmission ratio of the continuously variable transmission and the rotation speed of the propeller shaft are detected. A second detecting means for detecting the change of the engine rotation adjusting means detected by the first detecting means when the position of the engine rotation adjusting means is changed to the engine rotation speed increasing side. Flip and while controlling the engine rotational speed, first, the transmission ratio of the continuously variable transmission by controlling the lowest speed ratio, then the rotational speed of the propeller shaft detected by said second detection means, the continuously variable transmission If the speed of the propeller shaft at the maximum ship speed when the speed ratio of the machine is the minimum speed ratio is reached, the speed ratio of the continuously variable transmission is changed from the minimum speed ratio to the maximum speed ratio. It is intended to gradually change to.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
[0019]
First, the power transmission device according to the present embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram of the power transmission device of this embodiment.
[0020]
The power transmission device 10 includes an input shaft 1 to which engine power is input, an output shaft 2 connected to a propeller shaft (marine propulsion device), and a planet provided between the input shaft 1 and the output shaft 2. And a continuously variable transmission 28 having a gear mechanism 11.
[0021]
An engine rotation input clutch 7 is connected to the input shaft 1. The input side of the clutch 7 is constituted by an input gear 4 provided on the input shaft 1, and a drive gear 9 is provided on the output side.
[0022]
The planetary gear mechanism 11 includes a sun gear 12 located at the center of the mechanism, a plurality of planetary gears 13 meshed with the outer peripheral side of the sun gear 12, a carrier 14 that pivotally supports the planetary gears 13 so as to rotate freely, And an internal gear 15 meshed with the outer peripheral side of the planetary gear 13. The output shaft 2 is connected to the center of the carrier 14. Teeth 15 a are also provided on the outer peripheral portion of the internal gear 15, and the drive gear 9 on the output side of the engine rotation input clutch 7 is engaged with the teeth 15 a.
[0023]
A lock gear 17 that can rotate around the fixed shaft 16 is also meshed with the outer peripheral side of the internal gear 15. The lock gear 17 is provided on the input side of the lock clutch 18, and the output side of the lock clutch 18 is fixed to a fixed system. The lock clutch 18 is for selectively fixing the internal gear 15. If the lock clutch 18 is engaged, the internal gear 15 can be fixed (locked), and if the lock clutch 18 is disconnected, the internal gear 15 can be freely set. Can be rotated.
[0024]
The sun gear 12 is rotationally driven and controlled by a variable reversible motor (hydraulic motor) 19. That is, the motor drive gear 20 is attached to the motor shaft of the hydraulic motor 19, the motor intermediate gear 21 is engaged with the motor drive gear 20, and the motor driven gear 22 is engaged with the motor intermediate gear 21. The motor driven gear 22 is connected coaxially with the sun gear 12 via the connecting shaft 23. Since the hydraulic motor 19 is a variable reversible type and the rotation speed can be changed steplessly including stopping, the rotation speed and the rotation direction of the sun gear 12 can be freely controlled by controlling the hydraulic motor 19.
[0025]
The hydraulic device that drives the hydraulic motor 19 includes a hydraulic pump 24 and a hydraulic pipe 25 that connects the hydraulic pump 24 and the hydraulic motor 19 to each other and can circulate oil bidirectionally. A pump gear 27 is attached to the pump shaft 26 of the hydraulic pump 24, and the pump gear 27 is meshed with the input gear 4. As a result, the hydraulic pump 24 is driven by the input shaft 1 via the input gear 4 and the pump gear 27, and oil can be pumped. The hydraulic pump 24 is also of a variable reversible type. Here, both the hydraulic motor 19 and the hydraulic pump 24 are of the axial type.
[0026]
The rotating motor for controlling the rotation of the sun gear 12 is configured by the hydraulic motor 19, the hydraulic pump 24, the hydraulic piping 25, and the like, and the continuously variable transmission 28 is configured by the planetary gear mechanism 11 and the rotating device.
[0027]
In this continuously variable transmission 28, when the rotational speed of the sun gear 12 is changed by the hydraulic motor 19, the rotational speed of the output shaft 2 changes accordingly. In other words, the gear ratio can be changed steplessly by changing the rotational speed of the sun gear 12 steplessly. That is, when the sun gear 12 is stopped as a reference state, and the sun gear 12 is rotated in the same direction (positive direction) as the output shaft 2 from the reference state, the output shaft rotation speed becomes higher than the reference state, and the sun As the rotational speed of the gear 12 is increased, the output shaft rotational speed is also increased. That is, if the sun gear 12 is rotated in the positive direction, the gear ratio can be changed to the high speed side. Conversely, when the sun gear 12 is rotated in the direction opposite to the output shaft 2 (reverse direction), the output shaft rotation speed becomes lower than the reference state, and the output shaft rotation speed decreases as the rotation speed of the sun gear 12 increases. To do. That is, if the sun gear 12 is rotated in the reverse direction, the gear ratio can be changed to the low speed side.
[0028]
In the present embodiment, it is assumed that the hydraulic motor 19 rotates the sun gear 12 only in the reverse direction in controlling the gear ratio. Therefore, in this embodiment, when the sun gear 12 is stopped, the speed ratio becomes the maximum speed ratio, and when the sun gear 12 is rotated in the opposite direction to the output shaft 2 at the maximum rotation speed, the speed ratio becomes the minimum speed ratio. .
[0029]
In the power transmission device 10 of the present embodiment, the driving method can be switched from engine driving to hydraulic driving, and navigation by the hydraulic device is also possible. That is, at this time, the internal gear 15 is locked with the lock clutch 18 in contact, and the engine input is cut with the engine rotation input clutch 7 disconnected. And the hydraulic motor 19 is rotated and the sun gear 12 is rotationally driven. Thereby, the planetary gear 13 and the carrier 14 rotate, and the output shaft 2 is driven. In this case, the hydraulic motor 19 can rotate the sun gear 12 forward or backward, and the forward / reverse of the ship can be switched by switching the forward / reverse rotation of the hydraulic motor 19. This driving method is mainly performed at the time of hovering and reverse traveling at low speed or low speed.
[0030]
Now, a schematic configuration of the control device of the power transmission device 10 as described above will be described with reference to FIG.
[0031]
First, the power transmission device 10 includes an engine clutch solenoid valve 30 for connecting / disconnecting the engine rotation input clutch 7 (see FIG. 1) and a lock clutch solenoid valve 31 for connecting / disconnecting the lock clutch 18 (see FIG. 1). And a hydraulic pump solenoid valve 32 for adjusting the amount and direction of pressure feed to the hydraulic motor 19 by the hydraulic pump 24. Each of the solenoid valves 30, 31, 32 is a controller (control means) 33. Controlled by
[0032]
The input shaft 1 is provided with an engine rotation sensor 35 for detecting the rotation speed of the engine, and the propeller shaft 36 connected to the output shaft 2 is provided with a propeller rotation sensor 37 (second detection means) for detecting the propeller rotation speed. Is provided. The detection values of these sensors 35 and 37 are input to the controller 33.
[0033]
In this embodiment, the engine (not shown) is a diesel engine, and includes a fuel control lever 38 and a stepping motor 39 that operates the fuel control lever 38. The stepping motor 39 is controlled by the controller 33. The present invention is not limited to the type of engine and can be applied to other types of engines such as gasoline engines. The role of the stepping motor can also be given to the controller.
[0034]
In the cockpit of the ship, an engine control lever 40 (engine rotation adjusting means, hereinafter referred to as ECL (Engine Control Lever)) that is manually operated to adjust the engine rotation speed, and a continuously variable power transmission device 10 are provided. A transmission control lever 41 (hereinafter referred to as HMTCL (Hydro Mechanical Transmission Control Lever)) that is manually operated to adjust the transmission ratio of the transmission 28, and manually adjusting the switching between the boat speed and forward / reverse during hovering. A hovering lever 42 is provided.
[0035]
Each of these levers 40, 41, 42 is provided with detection means (rotary encoder) 40a, 41a, 42a for detecting the lever position. Detection values of the encoders 40a, 41a, and 42a are input to the controller 33. The encoder 40a provided in the ECL 40 corresponds to “first detection means” in the claims. The detection means 40a, 41a, 42a may use other means such as a potentiometer.
[0036]
The HMTCL 41 and the hovering lever 42 have a neutral position (neutral), a forward position, and a reverse position as lever positions. Further, at the forward position and the reverse position, the speed ratio of the continuously variable transmission 11 can be adjusted steplessly between the minimum speed ratio and the maximum speed ratio.
[0037]
The controller 33 outputs a signal to the stepping motor 39 in accordance with the position of the ECL 40 detected by the encoder 40a to control the engine rotational speed, and the hydraulic pump solenoid valve 32 in accordance with the position of the HMTCL 41 detected by the encoder 41a. Is output to control the transmission ratio of the continuously variable transmission 28, and the engine clutch solenoid valve 30, the lock clutch solenoid valve 31 and the hydraulic pump solenoid valve are controlled according to the position of the hovering lever 42 detected by the encoder 42a. A signal is output to the solenoid valve 32 to control navigation during hovering. Further, when the position of the HMTCL 41 detected by the encoder 41a and the position of the hovering lever 42 detected by the encoder 42a is a neutral position, the controller 33 outputs a signal to the engine clutch electromagnetic valve 30 to output the engine rotation input clutch 7 And turn off the engine input.
[0038]
The ship's cockpit further includes a mode changeover switch 43 for switching the gear ratio adjustment mode of the continuously variable transmission 28 between a manual mode and an automatic acceleration mode, which will be described later, and the operation mode of the ship. A hovering switch 44 for switching between modes is provided, and the state (ON / OFF) of these switches 43 and 44 is input to the controller 33.
[0039]
Next, basic control of the power transmission device 10 by the controller 33 will be described.
[0040]
1. Control at Engine Start FIG. 3 shows a flowchart at engine start.
[0041]
First, when a two-stage engine start key (not shown) is turned on by one stage, it is determined in step S1 whether the speed ratio adjustment mode of the continuously variable transmission 28 selected by the mode changeover switch 43 is the manual mode. In the case of the automatic acceleration mode, warning means such as a lamp and a buzzer (not shown) are turned on to notify the operator (step S2). If the gear ratio adjustment mode is switched to the manual mode, the alarm means is turned off (step S3).
[0042]
If the gear ratio adjustment mode is the manual mode, it is determined in step S4 whether the lever position of the HMTCL 41 detected by the encoder 41a is a neutral position (neutral). When the lever position of the HMTCL 41 is other than the neutral position, the warning means is turned on to notify the operator (step S2). If the HMTCL 41 is switched to the neutral position, the alarm means is turned off (step S5).
[0043]
If the lever position of the HMTCL 41 is the neutral position, it is determined in step S6 whether or not the lock clutch 18 is disengaged. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch electromagnetic valve 31 to disconnect the lock clutch 18 (step S7).
[0044]
If the lock clutch 18 is in the disengaged state, it is determined in step S8 whether the hydraulic pump 24 is not pumping oil to the hydraulic motor 19, that is, whether the hydraulic motor 19 is in a stopped state. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping by the hydraulic pump 24 and stop the hydraulic motor 19 (step S9).
[0045]
If the hydraulic motor 19 is in a stopped state, it is determined in step S10 whether the lever position of the ECL 40 detected by the encoder 40a is equal to or less than the first set value (here, 50% of the maximum value). When the lever position of the ECL 40 is larger than 50%, the warning means is turned on to notify the operator (step S2). If the ECL 40 is switched to 50% or less, the alarm means is turned off (step S11).
[0046]
If all the above steps are satisfied, the engine start key can be turned on in two stages, and the engine is started when the operator turns on the key in two stages (step S12) (step S13).
[0047]
2. FIG. 4 shows a flowchart when the ship moves forward.
[0048]
Assume that the HMTCL 41 is manually operated forward from a state where the engine has already been started (step S101) and the lever position of the HMTCL 41 is in the neutral position (step 102). First, in step S103, it is determined whether the operation mode selected by the hovering switch 44 is the normal mode. If the operation mode is the hovering mode, the process proceeds to a flowchart for the hovering mode described later.
[0049]
If the operation mode is the normal mode, it is determined in step S104 whether the lever position of the HMTCL 41 is the forward position. When the lever position is the reverse position, the process proceeds to a reverse flowchart described later.
[0050]
If the lever position of the HMTCL 41 is the forward position, it is determined in step S105 whether the speed ratio adjustment mode of the continuously variable transmission 28 selected by the mode changeover switch 43 is the manual mode. When the gear ratio adjustment mode is the automatic acceleration mode, the process proceeds to a flowchart for the automatic acceleration mode described later.
[0051]
If the gear ratio adjustment mode is the manual mode, it is determined in step S106 whether the lever position of the ECL 40 is an engine idle region that is equal to or smaller than a predetermined second set value. When the lever position of the ECL 40 is out of the idle region, the warning means is turned on to notify the operator (step S107). If the ECL 40 is switched to the idle area, the alarm means is turned off (step S108).
[0052]
If the lever position of the ECL 40 is in the idle region, it is determined in step S109 whether the lock clutch 18 is disengaged. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch electromagnetic valve 31 to disconnect the lock clutch 18 (step S110).
[0053]
If the lock clutch 18 is in the disengaged state, it is determined in step S111 whether the hydraulic pump 24 is not pumping oil to the hydraulic motor 19, that is, whether the hydraulic motor 19 is in a stopped state. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping of the hydraulic pump 24 and stop the hydraulic motor 19 (step S112).
[0054]
If the hydraulic motor 19 is in a stopped state, a signal is output to the engine clutch solenoid valve 30 in step S113 to engage the engine rotation input clutch 7. As a result, the engine driving force is transmitted to the output shaft 2.
[0055]
In step S115, the lever position (advance range) of the HMTCL 41 is read, and in step S116, the hydraulic pump electromagnetics necessary for controlling the gear ratio according to the current lever position of the HMTCL 41 from the data previously input to the controller 33. The output signal to the valve 32 is read, and the output signal is output to the hydraulic pump solenoid valve 32 in step S114. As a result, the rotation (forward rotation) of the hydraulic motor 19 and the sun gear 12 is controlled, and the gear ratio of the continuously variable transmission 28 is controlled to a gear ratio according to the lever position of the HMTCL 41.
[0056]
If it is determined in step S115 that the lever position of the HMTCL 41 has been switched to the neutral position, it is determined in step S117 whether the engine rotation speed detected by the engine rotation sensor 35 is equal to or less than a set value (here, 1000 rpm). To do.
[0057]
When the engine speed is higher than 1000 rpm, the HMTCL 41 is fixed (locked) at the neutral position (step S118). If the engine speed is equal to or lower than the set value, the lock of the HMTCL 41 is released (step S119), and it is determined whether the hydraulic motor 19 is in a stopped state in step S120. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping of the hydraulic pump 24 and stop the hydraulic motor 19 (step S121). If the hydraulic motor 19 is in a stopped state, a signal is output to the engine clutch electromagnetic valve 30 in step S122 to disconnect the engine rotation input clutch 7 and disconnect the engine input.
[0058]
3. FIG. 5 shows a flowchart of the reverse operation of the ship.
[0059]
Assume that the HMTCL 41 is manually operated to the reverse side from the state where the engine has already been started (step S201) and the lever position of the HMTCL 41 is in the neutral position (step S202) (step S203). First, in step S204, it is determined whether the lever position of the ECL 40 is in the idle region. When the lever position of the ECL 40 is out of the idle region, the warning means is turned on to notify the operator (step S205). If the ECL 40 is switched to the idle area, the alarm means is turned off (step S206).
[0060]
If the lever position of the ECL 40 is in the idle region, it is determined in step S207 whether the engine rotation input clutch 7 is in a disengaged state. If the engine rotation input clutch 7 is in the engaged state, a signal is output to the engine clutch electromagnetic valve 30 to disconnect the engine rotation input clutch 7 and disconnect the engine input (step S208).
[0061]
If the engine rotation input clutch 7 is in the disengaged state, it is determined in step S209 whether the lock clutch 18 is in the engaged state. If the lock clutch 18 is disengaged, a signal is output to the lock clutch solenoid valve 31 to engage the lock clutch 18 (step S210). This allows the ship to navigate with a hydraulic device.
[0062]
If the lock clutch 18 is in the engaged state, it is determined in step S211 whether the hydraulic pump 24 is not pumping oil to the hydraulic motor 19, that is, whether the hydraulic motor 19 is stopped. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping by the hydraulic pump 24 and stop the hydraulic motor 19 (step S212).
[0063]
In step S214, the lever position (reverse range) of the HMTCL 41 is read, and in step S215, the hydraulic pump electromagnetics necessary for controlling the gear ratio according to the current lever position of the HMTCL 41 from the data previously input to the controller 33. The output signal to the valve 32 is read, and the output signal is output to the hydraulic pump electromagnetic valve 32 in step S213. Thereby, the rotation (reverse rotation) of the hydraulic motor 19 and the sun gear 12 is controlled, and the transmission ratio of the continuously variable transmission 28 is controlled to the transmission ratio according to the lever position of the HMTCL 41.
[0064]
If it is determined in step S214 that the lever position of the HMTCL 41 has been switched to the neutral position, it is determined in step S216 whether the hydraulic motor 19 is in a stopped state. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the hydraulic motor 19 (step S217). If the hydraulic motor 19 is in a stopped state, it is determined in step S218 whether the lock clutch 18 is in a disconnected state. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch electromagnetic valve 31 to disconnect the lock clutch 18 (step S219).
[0065]
4). Control during Hovering FIG. 6 shows a flowchart during hovering.
[0066]
When the operation mode is switched to the hovering mode by the hovering switch 44, it is first determined in step S301 whether the lever position of the hovering lever 42 is a neutral position (neutral). When the lever position of the hovering lever 42 is other than the neutral position, the warning means is turned on to notify the operator (step S302). If the hovering lever 42 is switched to the neutral position, the alarm means is turned off (step S303).
[0067]
If the lever position of the hovering lever 42 is in the neutral position, a signal is output to the lock clutch electromagnetic valve 31 to engage the lock clutch 18 in step S304. This allows the ship to navigate with a hydraulic device.
[0068]
Then, in step S306, the lever position of the hovering lever 42 is read, and in step S307, the hydraulic pump necessary for controlling the gear ratio according to the current lever position of the hovering lever 42 from the data previously input to the controller 33. The output signal to the electromagnetic valve 32 is read, and the output signal is output to the hydraulic pump electromagnetic valve 32 in step S305. Thereby, the rotation of the hydraulic motor 19 is controlled, and the ship speed and switching between forward and reverse are controlled.
[0069]
If it is determined in step S308 that the operation mode has been switched to the normal mode, the hydraulic motor 19 is stopped in step S309, the lock clutch 18 is disconnected in step S310, and the process proceeds to the flowchart for forward travel.
[0070]
The main point of the present invention is the automatic acceleration mode in which the gear ratio of the continuously variable transmission 28 is optimally automatically controlled during the acceleration of the ship. The automatic acceleration mode will be described below.
[0071]
First, an example of the output characteristics of the propeller will be described with reference to FIG. Line A and line B in the figure show the propeller output characteristics when the lever position of the ECL 40 is set to the maximum position (that is, at the time of maximum acceleration). Line A shows the speed ratio of the continuously variable transmission 28 as the maximum speed ratio. In this case, line B shows a case where the minimum speed ratio is set. Line C indicates the resistance applied to the ship, and is usually a value of about the third power of the rotational speed of the propeller shaft 36.
[0072]
As can be seen from the figure, when the speed ratio of the continuously variable transmission 28 is the highest speed ratio, the propeller output at the same propeller rotational speed is lower than when the speed ratio is the lowest speed ratio, and the propeller shaft 36 at the same propeller output. The rotation speed (ship speed) of the ship becomes higher.
[0073]
When the propeller output is greater than the ship resistance (line C), the ship accelerates and reaches zero acceleration at the point where the propeller output equals the ship resistance. If the rotational speed of the propeller shaft 36 further increases, the ship's resistance becomes greater than the propeller output, so the ship speed decreases. Therefore, the boat speed is maximized at the point where the propeller output and the ship resistance are equal.
[0074]
In general, in order to increase the maximum ship speed of the ship, the propeller is matched so that the maximum ship speed is obtained at the maximum propeller output point (point A1 in the figure) when the continuously variable transmission 28 is set to the maximum speed ratio. Done. Therefore, when the ship navigates at the maximum ship speed, the propeller rotational speed (engine rotational speed) is maintained at the A1 point.
[0075]
By the way, when the ship is going to accelerate up to the maximum ship speed, the ship can be accelerated at a larger acceleration as the difference (margin output) X between the propeller output and the ship resistance increases. Therefore, when accelerating the ship, if the speed ratio of the continuously variable transmission 11 is set to the minimum speed ratio, the margin output X becomes maximum and the acceleration can be accelerated with the maximum acceleration. That is, the maximum ship speed can be reached in a short time. However, as described above, when the speed ratio is lower than the maximum speed ratio, the maximum rotation speed of the propeller shaft 36 is lower than that of the maximum speed ratio. The speed (point A1) cannot be reached. Therefore, if the boat speed increases to some extent, it is necessary to change the gear ratio to the high speed side.
[0076]
In the automatic acceleration mode of the present embodiment, when the operator indicates the intention to accelerate, first, the gear ratio of the continuously variable transmission 28 is automatically controlled to the lowest speed ratio, and then the rotational speed of the propeller shaft 36. When the value reaches a predetermined value, the speed ratio of the continuously variable transmission 11 is gradually changed to the maximum speed ratio.
[0077]
A control method by the controller 33 in the automatic acceleration mode of the present embodiment will be described using the flowchart of FIG.
[0078]
When the gear ratio adjustment mode of the continuously variable transmission 28 is switched to the automatic acceleration mode by the mode switch 43, first, an ECL (engine rotation adjusting means) 40 detected by the encoder (first detecting means) 40a in step S401. It is determined whether the lever position has changed from an arbitrary position to the engine speed increase side. If the lever position of the ECL 40 has not changed or has changed to the engine speed lowering side, the determination in step S401 is repeated again.
[0079]
If it is determined that the lever position of the ECL 40 has changed from an arbitrary position to the engine rotation speed increase side, a signal is output to the stepping motor 39 in response to the change to increase the engine rotation speed, while in step S403 The output signal to the hydraulic pump solenoid valve 32 necessary for setting the speed ratio to the minimum speed ratio is read from the data input to the controller 33 in advance, and the output signal is output to the hydraulic pump solenoid valve 32 in step S402. Thus, the gear ratio of the continuously variable transmission 28 is controlled to the lowest speed ratio. In other words, in the present embodiment, the hydraulic motor 19 operates the hydraulic pump 24 so that the sun gear 12 rotates in the direction opposite to the output shaft 2 at the maximum rotational speed.
[0080]
Next, in step S404, it is determined whether the rotation speed of the propeller shaft 36 detected by the propeller rotation sensor 37 (second detection means) has reached a predetermined value D set in advance. This predetermined value D is set to the propeller shaft rotational speed at the maximum ship speed when the speed ratio of the continuously variable transmission 28 is set to the minimum speed ratio in this embodiment, that is, the propeller shaft rotational speed at the point B1 in FIG. Is done. Since the propeller output characteristic changes depending on the lever position of the ECL 40, the maximum boat speed at the lowest speed ratio changes depending on the lever position of the ECL 40. For example, when the lever position of the ECL 40 is slightly lower than the maximum value, the propeller output characteristic is a broken line B ′ shown in FIG. 7, and the maximum boat speed is also B1 ′. Accordingly, the predetermined value D corresponding to the lever position of the ECL 40 is obtained in advance by a test or the like and is input to the controller 33 as a map. Then, the controller 33 selects a predetermined value D from the map according to the changed lever position of the ECL 40 determined in step S401.
[0081]
If it is determined in step S404 that the rotational speed of the propeller shaft 36 has reached the predetermined value D, the speed ratio of the continuously variable transmission 28 is changed from the lowest speed ratio to the highest speed ratio in a predetermined period T in step 405. . Also in this case, the output signal to the hydraulic pump solenoid valve 32 necessary for changing the gear ratio from the lowest speed ratio to the highest speed ratio is continuously read from the data previously input to the controller 33 in step S406, In step S405, the output signal is output to the hydraulic pump solenoid valve 32.
[0082]
As a result, the rotational speed (ship speed) of the propeller shaft 36 increases and can reach the maximum speed. When the boat speed reaches the maximum boat speed, the automatic acceleration mode is terminated. Thereafter, if the lever positions of the ECL 40 and the HMTCL 41 do not change, the speed ratio of the continuously variable transmission 28 is maintained at the maximum speed ratio, and the ship continues to navigate at the maximum ship speed. Note that if the lever position of the ECL 40 is changed to the lower side of the engine rotation speed while the gear ratio of the continuously variable transmission 28 is being changed in step S405, the automatic acceleration mode is terminated.
[0083]
Here, in step S405, the gear ratio is changed from the lowest speed ratio to the highest speed ratio over a predetermined period T because the propeller output changes greatly when the gear ratio is instantaneously switched from the lowest speed ratio to the highest speed ratio. This is because a shift shock occurs. Accordingly, the predetermined period T is appropriately set to a value that does not cause a shift shock in consideration of engine output characteristics, ship resistance, and the like.
[0084]
Note that the time when the lever position of the ECL 40 is changed to the engine speed increase side in step S401 is not limited to the time when the ECL 40 is operated from the lowest position to the highest position. That is, if the lever position of the ECL 40 is changed to the engine speed increase side, the automatic acceleration mode is executed regardless of the lever position before and after the change.
[0085]
As described above, according to the control device and control method for the power transmission device of the present embodiment, the gear ratio of the continuously variable transmission 28 is optimally automatically controlled during the acceleration of the ship. Is no longer necessary, and the maximum speed can be reached in a short period of time.
[0086]
In the above embodiment, the propeller shaft rotational speed (predetermined value D) that serves as a reference for starting the change of the speed ratio of the continuously variable transmission 28 is the rotational speed at the maximum ship speed at the minimum speed ratio .
[0087]
The power transmission device 10 is shown as an example, and the present invention can be applied to power transmission devices having other structures.
[0088]
For example, in the power transmission device 10 of the above-described embodiment, the transmission gear ratio becomes the maximum speed ratio when the sun gear 12 is stopped, and the transmission gear ratio is obtained when the sun gear 12 is rotated at the maximum rotation speed in the reverse rotation to the output shaft 2. Is the minimum speed ratio, but when the sun gear 12 is rotated at the maximum rotational speed in the same direction as the output shaft, the maximum speed ratio is obtained, and the sun gear 12 is stopped or rotated at the maximum in the direction opposite to the output shaft 2. The gear ratio may be the lowest speed ratio when rotated at a speed.
[0089]
Further, as shown in FIG. 1 of Patent Document 4, a counter shaft that meshes with the input shaft 1 and the internal gear 15 may be provided so that the engine can be driven backward.
[0090]
Further, the continuously variable transmission of the power transmission device is not limited to the planetary gear mechanism, but can be applied to a type having a continuously variable transmission of another type such as a pulley and a V belt.
[0091]
【The invention's effect】
In short, according to the present invention, excellent effects are exhibited as described below.
1) The gear ratio of the continuously variable transmission can be automatically controlled during ship acceleration.
2) The maximum ship speed can be reached in a short time.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a power transmission device according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of a control device for a power transmission device according to an embodiment of the present invention.
FIG. 3 is a control flowchart when starting the engine.
FIG. 4 is a control flowchart when the ship advances.
FIG. 5 is a control flowchart at the time of reverse travel of the ship.
FIG. 6 is a control flowchart during hovering.
FIG. 7 is a graph showing propeller output characteristics.
FIG. 8 is a control flowchart in an automatic acceleration mode.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Input shaft 2 Output shaft 10 Power transmission device 11 Planetary gear mechanism 12 Sun gear 13 Planetary gear 14 Carrier 15 Internal gear 19 Hydraulic motor 24 Hydraulic pump 28 Continuously variable transmission 33 Control means (controller)
36 Propeller shaft 37 Second detection means (propeller rotation sensor)
40 Engine rotation adjustment means (engine control lever)
40a First detection means (encoder)

Claims (4)

A control device for a power transmission device including an input shaft to which power from an engine is input, an output shaft connected to the propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. There,
An engine rotation adjusting means comprising a lever or the like operated manually to adjust the rotation speed of the engine;
First detecting means for detecting the position of the engine rotation adjusting means;
Control means for controlling the rotational speed of the engine according to the position of the engine rotation adjusting means detected by the first detection means, and for controlling the gear ratio of the continuously variable transmission;
Second detecting means for detecting the rotation speed of the propeller shaft,
When the position of the engine rotation adjustment means detected by the first detection means changes to the engine rotation speed increase side, the control means controls the engine rotation speed according to the change, but first, the steplessly The speed ratio of the transmission is controlled to the minimum speed ratio, and then the maximum ship speed when the rotational speed of the propeller shaft detected by the second detection means is set to the minimum speed ratio of the continuously variable transmission. The power transmission is characterized by gradually changing the speed ratio of the continuously variable transmission from the lowest speed ratio to the highest speed ratio when a predetermined value set for the propeller shaft rotational speed at the time is reached. Control device for the device. The predetermined value of the rotation speed of the propeller shaft corresponding to the position of the engine rotation adjusting means is input in advance to the control means as a map,
When the position of the engine rotation adjustment means detected by the first detection means has changed to the engine rotation speed increase side, the control means determines the predetermined value from the map according to the position of the engine rotation adjustment means after the change. The control device for a power transmission device according to claim 1, wherein the power transmission device is selected . The continuously variable transmission includes a sun gear, a plurality of planetary gears meshed with the sun gear, a carrier that pivotally supports these planetary gears and that is connected to the output shaft, and meshes with the planetary gear and is connected to the input shaft. A planetary gear mechanism having an internal gear to which rotation is input, and a rotating device that changes the gear ratio by changing the rotation of the sun gear of the planetary gear mechanism,
The control device for a power transmission device according to claim 1 or 2 , wherein the control means controls the speed ratio of the continuously variable transmission by controlling the rotation of the rotating device. A control method for a power transmission device comprising an input shaft to which power from an engine is input, an output shaft connected to a propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. There,
An engine rotation adjusting means comprising a lever or the like operated manually to adjust the rotation speed of the engine;
First detecting means for detecting the position of the engine rotation adjusting means;
Control means for controlling the rotational speed of the engine according to the position of the engine rotation adjusting means detected by the first detection means, and for controlling the gear ratio of the continuously variable transmission;
Second detecting means for detecting the rotation speed of the propeller shaft,
When the position of the engine rotation adjustment means detected by the first detection means changes to the engine rotation speed increase side, the control means controls the engine rotation speed according to the change, but first, the steplessly The speed ratio of the transmission is controlled to the minimum speed ratio, and then the maximum ship speed when the rotational speed of the propeller shaft detected by the second detection means is set to the minimum speed ratio of the continuously variable transmission. The power transmission is characterized by gradually changing the speed ratio of the continuously variable transmission from the lowest speed ratio to the highest speed ratio when a predetermined value set for the propeller shaft rotational speed at the time is reached. Device control method.

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