JP5069961B2 - Ship braking device and braking method therefor - Google Patents

Description

  The present invention relates to a marine brake device and its braking method, and more particularly to a marine brake device and its braking method for efficiently stopping a hull.

  Conventionally, various operation control apparatuses for ship power sources have been proposed. For example, there is disclosed a marine engine operation control device that can prevent engine stall when braking is performed by switching from forward to reverse, and that can stably obtain an extremely low speed lower than the idling speed (for example, Patent Document 1). In this marine engine operation control apparatus, when the throttle valve opening is fully closed and the engine speed is reduced to an extremely low speed lower than the idling speed, the ignition timing is set on the retard side from the idling speed and It is possible to control the ignition timing at the very low speed rotation according to the extremely low speed.

  Further, there is disclosed a control device and a control method for a power transmission device for a ship that can optimally automatically control the gear ratio of the planetary gear mechanism according to the resistance change of the ship and can always navigate at the maximum ship speed ( For example, see Patent Document 2). This marine power transmission control device and control method uses a planetary gear mechanism to switch between engine power and hydraulic motor power driven by a hydraulic pump with a controller, so that the total weight of the ship, airflow, etc. The planetary gear mechanism can be controlled to a gear ratio that can obtain the maximum ship speed with respect to the ship resistance determined by.

  In addition, a control device and a control method for a power transmission device that optimally controls the gear ratio of the planetary gear mechanism during the acceleration of the ship are disclosed (for example, see Patent Document 3). This power transmission device control device and control method uses a planetary gear mechanism to switch the engine power and the power of a hydraulic motor driven by a hydraulic pump with a controller so that the ship accelerates to the maximum ship speed. The maximum gear speed can be reached in a short period of time by optimally controlling the gear ratio of the planetary gear mechanism.

Japanese Patent Laid-Open No. 10-318113 JP 2004-169818 A JP 2004-210033 A

  However, in the marine engine operation control device disclosed in Patent Document 1 described in the background art, when braking the hull that is traveling forward, the throttle valve is closed by the operation lever and the shift position is switched from forward to reverse to reverse the propeller. Since the hull is moving forward due to inertia, the propeller rotating in the forward direction with the forward water flow is forcibly and instantaneously switched to the reverse direction. Propeller cavitation may occur.

  Propeller cavitation is a phenomenon that occurs when the propeller rotates and changes abruptly in the water, because the propeller blades accelerate the water and generate a portion below the limit pressure on the blade surface due to the relative speed with the water. This is a phenomenon in which air bubbles are formed around the blades and a gap is formed, so that the propulsive force cannot be obtained efficiently. Therefore, it becomes difficult to brake the hull.

  In addition, in the control device and control method for a ship power transmission device disclosed in Patent Document 2 described in the background art and the control device and control method for a power transmission device disclosed in Patent Document 3, both of them are used to brake a hull that is traveling forward. A specific braking device and braking method were not described.

  The present invention has been made in order to solve such a conventional difficulty, and a marine brake device capable of effectively stopping a hull by effectively utilizing the resistance that the propeller blades receive from water. An object is to provide a braking method.

A marine brake device according to a first aspect of the present invention includes a prime mover that is a piston engine serving as a power source for a marine vessel, a navigation speed control lever for manually adjusting the navigation speed of the marine vessel using the prime mover, a sun When having a planetary carrier that rotatably supports a gear, a plurality of planetary gears, an outer ring gear, and a plurality of planetary gears, the outer ring gear is rotatable and the sun gear is fixed when the ship is automatically advanced forward. The outer gear is moved by moving the first gear of the input gear meshed with the outer gear formed on the outer periphery of the outer ring gear and the propeller rotating on the propeller shaft connected to the planet carrier. a forward clutch for transmitting and blocking the power from the prime mover relative to the discharge direction is bidirectional driven by a first pump gear meshing with the second gear fixed to the forward clutch of the input gear A variable displacement hydraulic pump, a variable displacement hydraulic motor driven by the variable displacement hydraulic pump and driven in two directions to drive the sun gear, and a brake gear meshed with the outer gear of the outer ring gear The outer ring gear brake clutch to be fixed, the forward clutch control valve that hydraulically controls the forward clutch, and the discharge direction of the drive oil that is hydraulically controlled by the control oil with the variable displacement hydraulic pump and pumped from the variable displacement hydraulic pump And a hydraulic pump control valve for controlling the discharge capacity, a hydraulic motor control valve for controlling the rotational speed of the variable capacity hydraulic motor by controlling the variable capacity hydraulic motor, and an outer ring gear brake clutch. A marine brake device that brakes a marine vessel with a propeller driving device including a brake clutch control valve.

This marine brake device controls the hydraulic pump control valve to stop the variable displacement hydraulic pump when the navigation speed control lever is moved from the position where the prime mover is in the forward automatic operation state to the position where the prime mover is in the idling state. When the prime mover is in the idling state, the control valve for the hydraulic pump and the control valve for the hydraulic motor are controlled, and the number of rotations in the rotational direction when the ship of the variable displacement hydraulic motor moves backward through the variable displacement hydraulic pump is determined. A first propeller control function for controlling the revolution of the plurality of planetary gears with the sun gear to lower the forward rotation speed of the propeller to a value at which the ship can be braked by the resistance received by the propeller blades from the water, and When the propeller is lowered to a speed at which the ship can brake the first propeller control function, the forward clutch control valve is controlled to disengage the forward clutch. The ring gear is fixed with the ring gear brake clutch together by controlling the control valve for brake clutch, further, a variable displacement hydraulic motor of the ship by controlling the rotational speed of the variable displacement hydraulic motor hydraulic motor control valve is advanced The rotation speed in the rotation direction is gradually lowered and stopped, and the control valve for the hydraulic pump is controlled to gradually reduce the discharge amount of the variable displacement hydraulic pump to stop the propeller rotation speed from decreasing. By performing in stages, the second speed is applied to brake the ship so that the propeller blade speed is gradually reduced to zero so that the propeller cavitation phenomenon does not occur, and the resistance of the propeller blades received from water is maximized. A controller having a propeller control function is provided.

  According to a second aspect of the present invention, in the marine brake device according to the first aspect, the propeller driving device includes: an electric motor that drives the second pump gear; and the power from the electric motor is transmitted to the second pump gear. The motor clutch to be shut off, the motor clutch control valve for hydraulically controlling the motor clutch, and the power source for navigating the ship is selected as one of the motor and the prime mover, and any power source is the navigation speed control lever. Switching means that can be controlled by the controller, and when the motor is selected by the switching means and the marine vessel is in the forward manual operation state by the motor, the outer ring gear of the planetary gear mechanism can be rotated and the sun gear is fixed. In this state, when the navigation speed control lever is moved in the direction of decelerating the ship from the position of the forward manual operation state of the electric motor, the first propeller control function and the second prop And it has a third propeller control functions for executing propeller control functions.

The marine vessel braking method according to the third aspect of the present invention includes a prime mover that is a piston engine serving as a power source for the vessel, and a navigation speed control lever for manually adjusting the navigation speed of the vessel using the prime mover. And a sun gear, a plurality of planetary gears, an outer ring gear, and a planetary carrier that rotatably supports the plurality of planetary gears. The first gear of the input gear meshed with the outer gear formed on the outer periphery of the outer ring gear, and the planetary gear mechanism to which is fixed, the propeller rotating on the propeller shaft connected to the planet carrier , a forward clutch for transmitting and blocking the power from the prime mover relative to the outer gear, discharge lateral driven by the first pump gear meshing with the second gear fixed to the forward clutch of the input gear Is a variable displacement hydraulic pump that is driven in two directions, a variable displacement hydraulic motor that is driven by the variable displacement hydraulic pump to drive the sun gear, and a brake gear that meshes with the outer gear of the outer ring gear The outer ring gear brake clutch for selectively fixing the clutch, the clutch control valve for hydraulically controlling the forward clutch, and the drive oil for hydraulically controlling the variable displacement hydraulic pump with the control oil and pumping from the variable displacement hydraulic pump A hydraulic pump control valve that controls the discharge direction and discharge capacity of the hydraulic pump, a hydraulic motor control valve that hydraulically controls the variable displacement hydraulic motor to control the rotational speed of the variable displacement hydraulic motor, and an outer ring gear brake clutch. Brake of a ship that brakes a ship by controlling a propeller drive device provided with a control valve for a brake clutch that is hydraulically controlled by a controller It is the law.

When the navigation speed control lever is moved from the position where the prime mover is in the forward automatic operation state to the position where the prime mover is in the idling state, the controller in this marine braking method controls the hydraulic pump control valve to control the variable displacement hydraulic pump. When the engine is idling, the step of stopping and the control valve for the hydraulic pump and the control valve for the hydraulic motor are controlled, and the direction of the rotation direction when the ship of the variable displacement hydraulic motor moves backward through the variable displacement hydraulic pump. A step of increasing the number of revolutions and controlling the revolution of the plurality of planetary gears with a sun gear to reduce the forward rotation number of the propeller to a value at which the ship can be braked by the resistance received by the propeller blades from the water; When the engine speed is reduced to a braking speed, the forward clutch control valve is controlled to shut off the forward clutch and the brake clutch. A step of controlling the control valve to secure the ring gear in the ring gear brake clutch, after fixing the ring gear, a variable displacement hydraulic motor of the ship by controlling the rotational speed of the variable displacement hydraulic motor hydraulic motor control valve The rotation speed in the direction of rotation when moving forward is gradually lowered and stopped, and the discharge amount of the variable displacement hydraulic pump is gradually reduced by controlling the hydraulic pump control valve to stop and the rotation speed of the propeller is lowered. The step of braking the ship so that the resistance of the propeller blades received from water is maximized by reducing the rotation speed of the propeller gradually to zero so that the propeller cavitation phenomenon does not occur. It consists of.

  A fourth aspect of the present invention is the marine braking method according to the third aspect, in which the electric motor that drives the second pump gear, the electric motor clutch that transmits / cuts the power from the electric motor to the second pump gear, Motor clutch control valve for hydraulically controlling the motor clutch, and switching means for selecting a power source for navigating the ship as either one of the motor or the prime mover and controlling any power source with the navigation speed control lever And a controller for controlling the propeller drive device with a controller, wherein the controller selects the electric motor by the switching means, and the planetary gear is in the forward manual operation state by the electric motor. When the outer ring gear of the mechanism becomes rotatable and the sun gear is fixed, the navigation speed control lever reduces the ship from the position of the forward manual operation state of the electric motor. Moving in a direction of, and executes all the steps.

  According to the ship braking device according to the first aspect and the ship braking method according to the third aspect, the navigation speed control lever is moved from the position of the forward automatic operation state of the prime mover to the position where the prime mover is set to the idling state. Then, the controller lowers the forward rotation speed of the propeller driven by the prime mover to a value at which the ship can be braked by the resistance of the propeller blades from water, and closes when the propeller decreases to the rotation speed at which the ship can be braked. With the variable displacement hydraulic pump and variable displacement hydraulic motor connected to the circuit, the propeller blade speed is gradually reduced to zero so that the propeller cavitation phenomenon does not occur, and the resistance of the propeller blades received from water is maximized. The propeller drive device can be controlled to brake the ship so that the propeller blades receive resistance from water It is possible to effective use.

  Further, according to the ship braking device according to the second aspect and the ship braking method according to the fourth aspect, when the navigation speed control lever is moved in the direction of decelerating the ship from the position of the forward manual operation state of the electric motor, the controller Is connected to a closed circuit when the forward rotation speed of the propeller driven by the electric motor is lowered to a value at which the ship can be braked by the resistance received by the propeller blades from the water, and when the propeller is lowered to the rotation speed at which the ship can be braked. The propeller is driven by the variable displacement hydraulic pump and variable displacement hydraulic motor so that the propeller blade speed is reduced to zero so that the propeller cavitation phenomenon does not occur, and the resistance of the propeller blades received from water is maximized. Since the ship can be braked by controlling the device, the resistance that the propeller blades receive from the water can be used effectively. .

  According to the marine brake device and method of the present invention, the resistance received by the propeller blades from the water can be effectively utilized without causing the propeller cavitation phenomenon, so that the hull can be stopped efficiently. .

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a marine braking device and method according to the present invention will be described below with reference to the drawings. Throughout this specification, the same reference numerals denote the same elements.

  FIG. 1 is a block diagram showing a preferred embodiment of a marine brake device according to the present invention. FIG. 2 is a control block diagram showing the relationship between the controller, which is a main part of the marine brake device of the present invention, and the equipment controlled by the controller. FIG. 3 is a diagram showing the operating state of the planetary gear mechanism of the power transmission mechanism to which the marine brake device of the present invention is applied. FIG. 3 (A) is an explanatory diagram in which the propeller is rotated forward only by a hydraulic motor, and FIG. FIG. 4C is an explanatory diagram in which the propeller is normally rotated only by itself, (C) is an explanatory diagram in which the propeller is reversely rotated only by the hydraulic motor, and (D) is an explanatory diagram in which the propeller is rotated by the prime mover and the hydraulic motor. FIG. 3 shows the planetary gear mechanism when the ship is viewed from the stern side to the bow side.

  As shown in FIG. 1, a propeller drive device to which a marine brake device of the present invention is applied is a power transmission mechanism 2 that transmits power from a power source to a propeller 5, and a control device 3 that controls the power transmission mechanism 2. It has.

The power transmission mechanism 2 includes a prime mover 4 that is a piston engine serving as a power source of a ship, a planetary carrier 214 that rotatably supports a sun gear 211, a plurality of planetary gears 212, an outer ring gear 213, and a plurality of planetary gears 212. A planetary gear mechanism 21, a propeller 5 that is rotated by a propeller shaft 5 a connected to the planet carrier 214, and a first gear 22 a of an input gear 22 that meshes with an external gear 213 a formed on the outer periphery of the outer ring gear 213. The first gear meshed with the second gear 22b fixed to the forward clutch 6 of the input gear 22 and the forward clutch 6 that transmits and shuts off the power from the prime mover 4 to the external gear 213a by moving. The variable displacement hydraulic pump 7 having two discharge directions driven by the pump gear 23 and the sun gear 2 driven by the variable displacement hydraulic pump 7. 1 is composed of a variable displacement hydraulic motor 8 in which the rotational direction for driving 1 is bi-directional, and an outer ring gear brake clutch 9 for selectively fixing a brake gear 24 meshed with the outer gear 213a of the outer ring gear 213. .

  In the motor 4, the motor shaft 4 a is fixed to the input side of the motor clutch 10, and the output side of the motor clutch 10 is fixed to the input shaft 25 that transmits power to the input gear 22. The prime mover clutch 10 is for selectively transmitting the power of the prime mover 4 to the input shaft 25. When the prime mover clutch 10 is connected, the power from the prime mover 4 is transmitted to the input shaft 25, and when the prime mover clutch 10 is disconnected, the prime mover The power from 4 is not transmitted to the input shaft 25.

  The planetary gear mechanism 21 has a sun gear 211 located at the center of the mechanism, a plurality of planetary gears 212 meshed with the sun gear 211, and the plurality of planetary gears 212 are rotatably supported by a planetary carrier 214. An outer ring gear 213 is meshed with the outer peripheral side of the gear 212.

  The propeller 5 is fixed to the propeller shaft 5 a, and this propeller shaft 5 a is connected to the center of rotation of the planet carrier 214 of the planetary gear mechanism 21. The ship propeller 5 is generally a screw propeller having a simple structure and relatively high propulsion efficiency. In this specification, when the rotation direction of the propeller 5 is referred to as “forward rotation”, it is the rotation direction in which the ship moves forward, and when it is referred to as “reverse rotation”, it is the rotation direction in which the ship moves backward. Also, in the rotating system members, “forward rotation” and “reverse rotation” refer to the same direction as the rotation direction of the propeller 5.

In the forward clutch 6, the input shaft 25 and the second gear 22b of the input gear 22 are fixed on the input side, and the first gear 22a of the input gear 22 is fixed on the output side. The forward clutch 6 is for selectively transmitting the power from the prime mover 4 transmitted to the input shaft 25 to the external gear 213a of the outer ring gear 213 via the first gear 22a of the input gear 22 . When the clutch 6 is connected, the rotational motion of the input shaft 25 is transmitted to the external gear 213a of the outer ring gear 213 via the first gear 22a of the input gear 22 , and when the forward clutch 6 is disconnected, the rotational motion of the input shaft 25 is input. Transmission from the first gear 22 a of the gear 22 to the external gear 213 a of the outer ring gear 213 is stopped.

  The variable displacement hydraulic pump 7 is an axial type, in order to change the discharge capacities of the two suction discharge ports 71 and 72 and the two suction discharge ports 71 and 72 for changing the discharge direction of the driving oil to two directions, respectively. The control oil is supplied to one of the control ports 73 by pumping the control oil to one control port 73 and the control oil to the other control port 74. The driving oil can be pumped from the other suction / discharge port 72 by pumping.

  The variable displacement hydraulic motor 8 is an axial type, and includes two supply / discharge ports 81 and 82 in which driving oil is supplied in two directions, and a control port 83 for controlling the rotation speed, and is pumped to the control port 83. The rotational speed of the hydraulic motor is controlled by the flow rate of the control oil.

  The variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8 are connected to each other by hydraulic pipes 26 and 27 so that oil can be circulated in both directions. Specifically, one intake / discharge port 71 of the variable displacement hydraulic pump 7 and one supply / discharge port 81 of the variable displacement hydraulic motor 8 are connected by a hydraulic pipe 26, and the other of the variable displacement hydraulic pump 7 is connected. The suction / discharge port 72 and the other supply / discharge port 82 of the variable displacement hydraulic motor 8 are connected by a hydraulic pipe 27 to form a closed circuit. Therefore, most of the driving oil discharged from the variable displacement hydraulic pump 7 becomes the return oil from the variable displacement hydraulic motor 8. Therefore, the variable displacement hydraulic motor 8 is stopped by stopping the variable displacement hydraulic pump 7. Stops rotating and is locked.

A first pump gear 23 is fixed to the pump shaft 7 a of the variable displacement hydraulic pump 7, and the first pump gear 23 is meshed with the second gear 22 b of the input gear 22. As a result, the variable displacement hydraulic pump 7 is driven by the input shaft 25 via the second gear 22 b and the first pump gear 23 of the input gear 22 , so that the drive oil is supplied to the variable displacement hydraulic motor 8. It becomes possible to pump. The drive shaft 8a of the variable displacement hydraulic motor 8 is fixed to the sun gear 211 of the planetary gear mechanism 21 and can rotate the sun gear 211 in both directions.

  The outer ring gear brake clutch 9 has a brake gear 24 fixed to the input side and an output side fixed to the fixed system. The brake gear 24 is meshed with the external gear 213 a of the outer ring gear 213. The outer ring gear brake clutch 9 is for fixing the outer ring gear 213. When the outer ring gear brake clutch 9 is connected, the outer ring gear 213 is fixed, and when the outer ring gear brake clutch 9 is disconnected, the outer ring gear 213 is freely rotatable. To do.

  The planetary gear mechanism 21, the variable displacement hydraulic pump 7, the variable displacement hydraulic motor 8, the hydraulic pipes 26 and 27, and the like constitute the continuously variable transmission 20. The continuously variable transmission 20 can change the rotation speed of the propeller shaft 5 a when the rotation speed of the sun gear 211 of the planetary gear mechanism 21 is changed by the variable displacement hydraulic motor 8. By changing the speed steplessly, the gear ratio can be changed steplessly.

For example, when the propeller 5 is rotated forward only by the variable displacement hydraulic motor 8, as shown in FIG. 3A , the first gear 22a of the input gear 22 and the outer ring gear 213 are fixed and the sun gear is fixed. By rotating 211 in the same direction as the forward rotation direction of the propeller 5, the planet carrier 214 can rotate the propeller 5 forward via the plurality of planetary gears 212.

Further, when the propeller 5 is rotated forward only by the prime mover 4 , the first gear 22 a of the input gear 22 is rotated in the forward rotation direction of the propeller 5 with the sun gear 211 fixed as shown in FIG. , And the outer ring gear 213 is rotated in the same direction as the forward rotation direction of the propeller 5, so that the planet carrier 214 can rotate the propeller 5 forward via the plurality of planet gears 212. Therefore, in the case of FIG. 3B, the continuously variable transmission 20 can set the speed ratio to the maximum speed ratio when the sun gear 211 is fixed.

When the propeller 5 is reversely rotated only by the variable displacement hydraulic motor 8, the sun gear 211 is fixed with the first gear 22a of the input gear 22 and the outer ring gear 213 fixed as shown in FIG. By rotating in the same direction as the reverse direction of the propeller 5, the planet carrier 214 can reverse the propeller 5 via the plurality of planet gears 212.

Further, in order to decelerate the propeller 5 that is rotating forward by interlocking the prime mover 4 and the variable displacement hydraulic motor 8, as shown in FIG. 3 (D), the first gear 22a of the input gear 22 is moved to the propeller. 5, the sun gear 211 is rotated in the direction opposite to the normal rotation direction of the propeller 5 in a state where the outer ring gear 213 is rotated in the same direction as the normal rotation direction of the propeller 5. Thus, the rotational speed of the planet carrier 214 that is rotating forward via the plurality of planetary gears 212 can be reduced. Therefore, the continuously variable transmission 20 can reduce the speed ratio to the lowest speed ratio when the sun gear 211 is rotated in the direction opposite to the forward rotation direction of the propeller 5 in the case of FIG.

  Next, the control device 3 of the propeller drive device 1 will be described. As shown in FIGS. 1 and 2, the control device 3 includes a prime mover clutch control valve 31 that hydraulically controls the prime mover clutch 10, a forward clutch control valve 32 that hydraulically controls the forward clutch 6, and a variable displacement hydraulic pump 7. A hydraulic pump control valve 33 for hydraulically controlling the variable displacement hydraulic motor 8, and a brake clutch control valve 35 for hydraulically controlling the outer ring gear brake clutch 9. .

  The motor clutch control valve 31, the forward clutch control valve 32, and the brake clutch control valve 35 are for connecting and disconnecting the clutches 10, 6, and 9, for example, a spring offset with a 3-port 2-position switching valve. An electromagnetic system is used. When this 3-port 2-position switching valve is used for the motor clutch control valve 31, the motor clutch 31 is connected by driving the solenoid 31a to discharge the control oil to the motor clutch 31. When the 3-port 2-position switching valve is used for the forward clutch control valve 32, the forward clutch 6 is connected by driving (turning on) the solenoid 32a to discharge control oil to the forward clutch 6. Further, when the 3-port 2-position switching valve is used for the brake clutch control valve 35, the outer ring gear brake clutch 9 is driven by driving (turning on) the solenoid 35a to discharge the control oil to the outer ring gear brake clutch 9. Connected.

  The hydraulic pump control valve 33 controls the discharge direction and discharge capacity of the variable displacement hydraulic pump 7. For example, a spring offset electromagnetic proportional system is used as a 4-port 3-position switching valve. When this four-port three-position switching valve is used for the hydraulic pump control valve 33, the solenoid 33a is driven (turned on) to discharge control oil to one control port 73 of the variable displacement hydraulic pump 7, The variable displacement hydraulic pump 7 pumps drive oil so that the variable displacement hydraulic motor 8 rotates the sun gear 211 in the same direction as the forward rotation direction of the propeller 5. Further, the solenoid 33 b is driven (ON) to discharge control oil to the other control port 74 of the variable displacement hydraulic pump 7, so that the variable displacement hydraulic pump 7 causes the variable displacement hydraulic motor 8 to move the sun gear 211. The driving oil is pumped to rotate in the same direction as the reverse direction of the propeller 5. Since this 4-port 3-position switching valve is a spring offset electromagnetic proportional system, the direction is controlled by applying an input current to one of the two solenoids 33a, 33b, and the flow rate is changed by changing the magnitude of the input current. Can be controlled.

  The hydraulic motor control valve 34 controls the rotational speed of the variable displacement hydraulic motor 8. For example, a spring offset electromagnetic system is used as a 4-port 2-position switching valve. When this 4-port 2-position switching valve is used for the hydraulic motor control valve 34, the solenoid 34 a is driven (turned on) to discharge the control oil to the control port 83 of the variable displacement hydraulic motor 8. The capacitive hydraulic motor 8 can rotate. The moving position of the solenoid 34a can be adjusted, so that the rotational speed of the variable displacement hydraulic motor 8 can be controlled.

  Further, the control device 3 includes a controller 36 for controlling the prime mover 4 together with a prime mover clutch control valve 31, a forward clutch control valve 32, a hydraulic pump control valve 33, a hydraulic motor control valve 34, and a brake clutch control valve 35. ing. As shown in FIG. 2, the controller 36 is connected to the motor 4 together with the motor clutch control valve 31, the forward clutch control valve 32, the hydraulic pump control valve 33, the hydraulic motor control valve 34, and the brake clutch control valve 35. Connected.

  The controller 36 has a navigation speed control lever 37 that is installed in the cockpit of the ship and manually adjusts the navigation speed of the ship using the prime mover 4 and a temperature of exhaust gas discharged from the prime mover 4. In addition, an exhaust gas sensor 38 installed in an exhaust manifold (not shown) and a rotational speed detection sensor 39 for detecting the rotational speed of the prime mover 4 are electrically connected. The navigation speed control lever 37 is provided with, for example, a rotary encoder (not shown) as detection means for detecting the lever position, and the detected value of the rotary encoder is input to the controller 36. The navigation speed control lever 37 has a neutral position (neutral), a forward position, and a reverse position as lever positions, and the gear ratio of the continuously variable transmission 20 is set to the minimum speed ratio and the maximum speed ratio at the forward position and the reverse position. It can be adjusted in a stepless manner.

  Such a controller 36 performs control at the time of starting the prime mover 4, at the time of forward acceleration of the ship, at the time of automatic advance operation of the ship and at the time of reverse travel of the ship, and also at the time of braking of the ship.

  When the controller 36 moves the navigation speed control lever 37 from the position where the prime mover 4 is in the forward automatic operation state to a position where the prime mover 4 is in the idling state, as a control function at the time of braking of the ship, the control valve 33 for the hydraulic pump. Is controlled to stop the variable displacement hydraulic pump 7 and when the prime mover 4 is in an idling state, the hydraulic pump control valve 33 and the hydraulic motor control valve 34 are controlled to change the variable displacement via the variable displacement hydraulic pump 7. By increasing the rotational speed of the type hydraulic motor 8 when the ship moves backward, the sun gear 211 controls the revolution of the plurality of planetary gears 212 so that the forward rotation speed of the propeller 5 is adjusted by the blades of the propeller 5. It has a first propeller control function that reduces the ship to a value that can be braked by resistance received from water.

  Further, the controller 36 controls the forward clutch 6 by controlling the forward clutch control valve 32 when the propeller 5 is lowered to a rotational speed at which the boat 5 can brake the boat by the first propeller control function as a control function at the time of braking the ship. When the vessel of the variable displacement hydraulic motor 8 moves forward by controlling the brake clutch control valve 35 and fixing the outer ring gear 213 by the outer ring gear brake clutch 9 and further controlling the hydraulic motor control valve 34. The rotational speed of the propeller 5 is stopped by gradually reducing the rotational speed of the propeller 5 by controlling the hydraulic pump control valve 33 to gradually reduce the amount of discharge of the variable displacement hydraulic pump 7 and stopping. By performing infinitely, the rotation speed of the propeller 5 is gradually reduced to zero so that the propeller cavitation phenomenon does not occur, and the blades of the propeller 5 are Received from resistor has a second propeller control function that maximizes.

  By effectively controlling the propeller 5 with the first propeller control function and the second propeller control function of the controller 36, the resistance received by the blades of the propeller 5 from water can be effectively utilized without causing the propeller cavitation phenomenon. The hull can be stopped efficiently.

The propeller drive device 1 supplies control oil to a prime mover clutch control valve 31, a forward clutch control valve 32, a hydraulic pump control valve 33, a hydraulic motor control valve 34, and a brake clutch control valve 35. For this purpose, the constant displacement hydraulic pump 11 is provided in which the discharge direction driven by the second pump gear 28 meshed with the first pump gear 23 is one direction. Thus, in the constant displacement hydraulic pump 11 , when the second gear 22b of the input gear 22 is rotated, the second pump gear 28 is rotated via the first pump gear 23. Therefore, the control valves 31, 32, Control oil can be supplied to 33, 34, and 35.

  In addition, as shown in FIGS. 1 and 2, the propeller driving device 1 causes the power transmission mechanism 2 to transmit the power from the motor 12 to the electric motor 12 that drives the second pump gear 28 and the second pump gear 28. A motor clutch 13 that transmits and shuts off, and the control device 3 includes a motor clutch control valve 300 that hydraulically controls the motor clutch 13 and a power source for navigating the ship, one of the motor 12 and the prime mover 4. For example, a switching switch 301 is provided as switching means that enables any power source to be controlled by the navigation speed control lever 37. This changeover switch 301 is installed in the cockpit of the ship. The motor clutch control valve 300 is supplied with control oil from the constant displacement hydraulic pump 11.

  In the electric motor 12, the electric motor shaft 12 a is fixed to the output side of the electric motor clutch 13, and the input side of the electric motor clutch 13 is fixed to the pump shaft 11 a fixed to the second pump gear 28. The motor clutch 13 selectively transmits the power of the motor 12 to the pump shaft 11a. When the motor clutch 13 is connected, the power from the motor 12 is transmitted to the pump shaft 11a, and when the motor clutch 13 is disconnected, the motor 12 Is not transmitted to the pump shaft 11a.

  The motor clutch control valve 300 is for connecting and disconnecting the motor clutch 13, and, for example, a spring offset electromagnetic system is used as a 3-port 2-position switching valve. When this 3-port 2-position switching valve is used for the motor clutch control valve 300, the motor clutch 13 is connected by driving (turning on) the solenoid 300a to discharge control oil to the motor clutch 13.

  The changeover switch 301 is electrically connected to the controller 36 together with the motor 12 and the motor clutch control valve 300. When the electric motor 12 is selected by the changeover switch 301, the controller 36 controls the motor 12 at the time of starting, the forward acceleration of the ship, the forward manual operation of the ship, the reverse of the ship, and the braking of the ship. It is carried out.

  As a control function at the time of braking of the ship, the controller 36 selects the electric motor 12 by the changeover switch 301, and when the ship is in the forward manual operation state by the electric motor 12, the outer ring gear 213 of the planetary gear mechanism 21 can be rotated and the sun can be rotated. When the gear 211 is fixed and the navigation speed control lever 37 is moved in the direction of decelerating the ship from the position of the forward manual operation state of the electric motor 12, the first propeller control function and the second propeller control function are executed. A third propeller control function. In the first propeller control function and the second propeller control function, “motor” is replaced with “motor”.

  Further, when the electric motor 12 that is used as standby power in the case of a trouble in the prime mover 4 is not provided, the prime mover 4 and the input shaft 25 may be directly connected.

  Ship navigation control by the propeller drive device 1 configured as described above will be described with reference to FIGS. FIG. 4 is a flowchart showing the navigation control of the controller in the normal navigation operation of the ship. FIG. 5 is a flowchart showing the braking control of the controller in the normal navigation operation of the ship. FIG. 6 is a flowchart showing the navigation control in the navigation operation by the electric motor of the ship. FIG. 7 is a flowchart showing the braking control in the navigation operation by the electric motor of the ship.

  First, the navigation control of the controller in the normal navigation operation of the ship will be described with reference to FIGS.

When the prime mover is selected and started as a power source with the change-over switch 301 installed in the cockpit of the ship (step 101), the motor clutch control valve 300 is controlled to turn off the solenoid 300a to the shut-off position. The motor clutch 13 is disconnected (step 102). After disconnecting the motor clutch 13, the motor clutch 10 is connected to the input shaft 25 by controlling the motor clutch control valve 31 and turning on the solenoid 31a so that the motor 4 and the input shaft 25 are connected. This is transmitted to the input shaft 25 (step 103). At this time, since the forward clutch 6 has the forward clutch control valve 32 in the cutoff position, the rotational motion of the input shaft 25 is not transmitted from the first gear 22a of the input gear 22 to the external gear 213a of the outer ring gear 213. .

  At this time, the control valve 33 for the hydraulic pump is in the cut-off position when the two solenoids 33a and 33b both have the input level of the control signal being zero, so that each suction of the variable displacement hydraulic pump 7 The discharge amount from the discharge ports 71 and 72 becomes zero, and the sun gear 211 is fixed (step 104). After processing step 104, it is checked whether or not the prime mover 4 has a predetermined idling speed. When the prime mover 4 has a predetermined idling rotational speed, the outer ring gear brake clutch 9 fixes the brake gear 24 by controlling the brake clutch control valve 35 and turning on the solenoid 35a so that the brake gear 24 is fixed. 213 is fixed. Thus, since the outer ring gear 213 is fixed and the sun gear 211 is fixed, the rotation speed of the propeller 5 can be made zero and the propeller 5 can be locked. If the prime mover 4 is not at a predetermined idling speed, the process returns to step 102 (steps 105 and 106).

  After processing step 106, when a detection signal indicating that the rotation speed of the propeller 5 has become zero is input from the rotation speed detection sensor 39 and the navigation speed control lever 37 is operated forward (steps 107 and 108), the rotary When the encoder detects the lever position and the lever angle is the first forward operation, for example, from + 5 ° (forward start angle) to + 25 °, the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 Therefore, the amount of drive oil discharged from one suction discharge port 71 of the variable displacement hydraulic pump 7 increases. Thus, when the discharge amount of the driving oil from one suction discharge port 71 of the variable displacement hydraulic pump 7 increases, the variable displacement hydraulic motor 8 moves the sun gear 211 in the same direction as the forward rotation direction of the propeller 5. Since the rotation is started so as to rotate, the plurality of planetary gears 212 revolve and the planetary carrier 214 starts normal rotation. When the planet carrier 214 starts normal rotation, the propeller 5 starts normal rotation via the propeller shaft 5a. When the lever angle of the navigation speed control lever 37 is outside the range of + 5 ° (forward start angle) to + 25 °, the process returns to step 108 (steps 109 and 110).

  After processing step 110, when a detection signal indicating that the propeller 5 has started normal rotation is input from the rotation speed detection sensor 39 (step 111), the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 becomes the upper limit. When the control signal input level of the solenoid 34a of the hydraulic motor control valve 34 is increased, the rotational speed of the propeller 5 in the forward rotation direction increases as shown in FIG. Steps 112 and 113).

  After processing step 113, when a detection signal indicating that the rotational speed of the propeller 5 has increased is input from the rotational speed detection sensor 39 (step 114), the lever angle of the navigation speed control lever 37 reaches + 25 °. The brake clutch control valve 35 controls the outer ring gear brake clutch 9 by turning off the solenoid 35a to the shut-off position. Since it is shut off, the outer ring gear 213 is in a freely rotating state (steps 115 and 116). When the lever angle of the navigation speed control lever 37 has not reached + 25 °, the routine returns to step 108.

  After processing step 116, the forward clutch control valve 32 is controlled and the solenoid 32a is turned on so that the forward clutch 6 is connected and the power of the prime mover 4 is transmitted to the outer ring gear 213. As shown in FIG. 3B, the outer ring gear 213 in the freely rotating state starts rotating by the prime mover 4 (step 117). When the forward clutch 6 is connected, the amount of drive oil absorbed in the variable displacement hydraulic motor 8 is maximized by controlling the hydraulic motor control valve 34 to turn off the solenoid 34a to the cutoff position. The maximum braking force of the variable displacement hydraulic motor is reached (step 118). Then, by controlling the hydraulic pump control valve 33 and turning off the solenoid 33a to the cutoff position, the discharge amount of the variable displacement hydraulic pump 7 becomes zero, and the variable displacement hydraulic motor 8 stops at the maximum braking force. As a result, the apparent reduction ratio decreases and the forward rotation speed of the propeller 5 increases (steps 119 and 120).

  After the variable displacement hydraulic pump 7 stops, the rotary encoder detects the lever position of the navigation speed control lever 37, and the lever angle is the second forward operation (forward acceleration angle), for example, + 25 ° to + 110 ° Increases the rotational speed of the prime mover 4 according to the lever angle (steps 121 and 122). If the lever angle of the navigation speed control lever 37 is outside the range of + 25 ° to + 110 °, the process returns to step 108.

  After processing step 122, when the operation of the navigation speed control lever 37 is stopped (step 123), an automatic operation start timer (not shown) in the controller 36 starts timing. If the navigation speed control lever 37 is not operated within the time set by the automatic operation start timer, it switches to forward automatic operation, and when the navigation speed control lever 37 is operated, the process returns to step 123 (step 124, 125).

  After processing step 125, the temperature of the exhaust gas of the prime mover 4 detected by the exhaust gas sensor 38 is checked. If the temperature of the exhaust gas is, for example, 450 ° C. ± 10 ° C., the process returns to step 123. However, if the temperature of the exhaust gas is other than 450 ° C. ± 10 ° C., it is checked whether it is lower than 440 ° C. or higher than 460 ° C. (step 126). Note that step 126 is a control function for checking whether or not the forward automatic operation is normally performed based on the temperature of the exhaust gas.

  If the temperature of the exhaust gas of the prime mover 4 is lower than 440 ° C., it is determined that the load force on the prime mover 4 is reduced, and the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 is slightly increased (step) 127) When the discharge amount of the drive oil from one suction discharge port 71 of the variable displacement hydraulic pump 7 is slightly increased (step 128), the variable displacement hydraulic motor 8 starts to rotate and the sun gear 211 also Since the apparent reduction ratio is reduced by rotation, when the plurality of planetary gears 212 revolve, the rotational speed of the propeller 5 in the forward rotation direction is changed from one suction discharge port 71 of the variable displacement hydraulic pump 7 via the planet carrier 214. Increases in accordance with the amount of drive oil discharged (step 129). Then, returning to step 126, it is checked whether the exhaust gas temperature of the prime mover 4 is 450 ° C. ± 10 ° C. If it is within that range, the forward automatic operation is continued.

  On the other hand, if the temperature of the exhaust gas of the prime mover 4 is higher than 460 ° C., it is determined that the prime mover 4 is overloaded, and the control signal input level to the solenoid 33b of the hydraulic pump control valve 33 is slightly increased ( In step 130), when the discharge amount of the driving oil from the other suction discharge port 72 of the variable displacement hydraulic pump 7 is slightly increased (step 131), the variable displacement hydraulic motor 8 starts to rotate so that the sun gear 211 is rotated. Since the apparent speed reduction ratio also increases and the plurality of planetary gears 212 revolve, the rotation speed of the propeller 5 in the forward rotation direction is changed via the planet carrier 214 to the other suction / discharge port 72 of the variable displacement hydraulic pump 7. (Step 132). Then, returning to step 126, it is checked whether the exhaust gas temperature of the prime mover 4 is 450 ° C. ± 10 ° C. If it is within that range, the forward automatic operation is continued.

  As described above, when the navigation speed control lever 37 is operated during the forward automatic driving in steps 125 to 132 (step 133), the control signal 33 for the hydraulic pump has the two solenoids 33a and 33b both having the control signal input level. Since the shut-off position is reached when zero, the discharge amount from each of the suction and discharge ports 71 and 72 of the variable displacement hydraulic pump 7 becomes zero, and the variable displacement hydraulic motor 8 stops at the maximum braking force. (Step 134). Accordingly, the forward automatic operation is canceled, and the propeller 5 is rotated in the forward rotation direction only by the prime mover 4. Thereafter, the process returns to step 123.

  In step 108, when the navigation speed control lever 37 is operated to reverse the ship, the rotary encoder detects the lever position, and the lever angle is the first reverse operation, for example, -5 ° (reverse start). In the case of the angle) to −25 °, the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 is increased, so that the drive oil from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 is increased. The discharge amount increases. In this way, when the amount of drive oil discharged from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 increases, the variable displacement hydraulic motor 8 causes the sun gear 211 to move as shown in FIG. Since the rotation starts so as to rotate in the same direction as the reverse direction of the propeller 5, the plurality of planetary gears 212 revolve and the planetary carrier 214 starts the reverse rotation. When the planet carrier 214 starts reverse rotation, the propeller 5 starts reverse rotation via the propeller shaft 5a. Note that if the lever angle of the navigation speed control lever 37 is outside the range of −5 ° (reverse start angle) to −25 °, the routine returns to step 108 (steps 135 and 136).

  After processing step 136, when a detection signal indicating that the propeller 5 has started reverse rotation is input from the rotation speed detection sensor 39 (step 137), the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 becomes the upper limit. Reach (step 138). Here, when the rotary encoder detects the lever position of the navigation speed control lever 37 and the lever angle is the second reverse operation (reverse acceleration angle), for example, from −25 ° to −70 °, the lever angle Accordingly, the control signal input level of the solenoid 34a of the hydraulic motor control valve 34 is increased, so that the rotational speed of the propeller 5 in the reverse direction is increased (steps 139, 140, 141). Therefore, the ship moves backward. If the lever angle of the navigation speed control lever 37 is outside the range of −25 ° to −70 °, the process returns to step 135.

  Next, navigation control of a controller that brakes and stops with a propeller during automatic forward operation of the ship will be described with reference to FIGS. 1 to 3 and FIG. 5.

  If the navigation speed control lever 37 is operated in the decelerating direction when the lever angle of the navigation speed control lever 37 is in the forward automatic operation at + 25 ° to + 110 ° (steps 201, 202, 203), the rotary encoder moves to its lever position. Since the two solenoids 33a and 33b are both turned off based on the lever position, the hydraulic pump control valve 33 is in the cut-off position. The discharge amount from 72 becomes zero, and the variable displacement hydraulic motor 8 stops at the maximum braking force (step 204). Accordingly, in the propeller 5 that is rotating forward only by the prime mover 4, the rotational speed of the prime mover 4 is decreased, so that the rotational speed in the forward rotation direction is decreased (step 205).

  When the number of revolutions of the propeller 5 in the forward rotation direction is reduced by the prime mover 4, it is checked whether or not the lever angle of the navigation speed control lever 37 has reached + 25 °. Check if the idling speed is correct. If the lever angle of the navigation speed control lever 37 has not reached + 25 °, the process returns to step 203 (step 206).

  When the prime mover 4 has a predetermined idling speed (step 207), the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 is raised, so the other control port of the variable displacement hydraulic pump 7 The amount of control oil discharged from 72 increases (step 208). Further, the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 is increased. As described above, the discharge amount of the control oil from the other control port 72 of the variable displacement hydraulic pump 7 increases, and the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 increases. The amount of oil for driving the variable displacement hydraulic motor 8 can be reduced. FIG. 3D shows a state in which the amount of control oil discharged from the other control port 72 of the variable displacement hydraulic pump 7 is increased to the upper limit and the amount of drive oil absorbed by the variable displacement hydraulic motor 8 is decreased. As shown, when the variable displacement hydraulic motor 8 increases its rotation so as to rotate the sun gear 211 in the same direction as the reverse direction of the propeller 5 (step 209), the plurality of planetary gears 212 revolve and the planetary carrier 214 is rotated. Since the forward rotation speed is lowered, the forward rotation speed of the propeller 5 is greatly reduced via the propeller shaft 5a (step 210). That is, the forward rotation speed of the propeller 5 can be lowered to a value that can brake the ship by the resistance that the blades of the propeller 5 receive from the water.

  Then, by controlling the forward clutch control valve 32 and turning off the solenoid 32a to the shut-off position, the forward clutch 6 is shut off and the power of the prime mover 4 is not transmitted to the outer ring gear 213 (step 211). When the forward clutch 6 is disconnected, the outer ring gear brake clutch 9 fixes the brake gear 24 by controlling the brake clutch control valve 35 and turning on the solenoid 35a so that the outer gear 213 is fixed. (Step 212). Thus, by disengaging the forward clutch 6 and fixing the outer ring gear 213, the propeller 5 can be driven only by the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8.

  After the forward clutch 6 is disconnected and the outer ring gear 213 is fixed, the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 is lowered, and further, the hydraulic motor control valve 34 is controlled to turn off the solenoid 34a. By setting the shut-off position, the amount of drive oil absorbed in the variable displacement hydraulic motor 8 is maximized, and the maximum braking force of the variable displacement hydraulic motor is obtained (steps 213 and 214). At this time, since the propeller 5 is rotated only by the variable displacement hydraulic motor 8, the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 which is a spring offset electromagnetic proportional system is increased. Therefore, by reducing the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33, only the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8 are used, as shown in FIG. The forward rotation speed of the propeller 5 can be gradually decreased from the idling rotation speed of the prime mover 4 (step 215).

  When the propeller 5 can be driven only by the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8, it is checked whether or not the lever angle of the navigation speed control lever 37 has reached + 5 °. If YES in step 217, the flow advances to step 212. If not reached, the flow returns to step 212 (step 216).

  In step 217, the hydraulic pump control valve 33 is controlled to turn off the solenoid 33a to the shut-off position, whereby the discharge amount of the variable displacement hydraulic pump 7 becomes zero and the variable displacement hydraulic motor 8 operates at the maximum braking force. Therefore, a detection signal indicating that the rotation speed of the propeller 5 has become zero is input from the rotation speed detection sensor 39 (steps 217 and 218). That is, the variable displacement hydraulic motor 8 brakes the ship so that the rotation speed of the propeller 5 is gradually reduced to zero so that the propeller cavitation phenomenon does not occur, and the resistance of the propeller 5 blades received from water is maximized. can do. Further, the rotational speed of the propeller 5 can be made zero without considering the torsional vibration characteristic of the ship propulsion shaft system that is generated when the prime mover 4 is set to the idling rotational speed or less.

  After processing step 218, it is checked whether or not the prime mover 4 has a predetermined idling speed (step 219). Here, in order to stop the ship completely, when the navigation speed control lever 37 is reversely operated (step 220), the rotary encoder detects the lever position, and the lever angle is the first reverse operation, for example −5. Since the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 is raised in the case of ° (reverse starting angle) to −25 °, the pressure from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 is increased. Drive oil discharge rate increases. As described above, when the amount of drive oil discharged from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 increases, the variable displacement hydraulic motor 8 rotates the sun gear 211 in the same direction as the reverse direction of the propeller 5. Therefore, the plurality of planetary gears 212 revolve and the planetary carrier 214 starts reversing. When the planet carrier 214 starts reverse rotation, the propeller 5 starts reverse rotation via the propeller shaft 5a. If the angle of the navigation speed control lever 37 is outside the range of -5 ° (reverse start angle) to -25 °, the process returns to step 217 (steps 221, 222, 223).

  When the ship is completely stopped by the first reverse operation by the navigation speed control lever 37, when the navigation speed control lever 37 is reversely decelerated (step 224), the lever angle of the navigation speed control lever 37 is −5 °. Whether or not has been reached is checked. If so, the process proceeds to step 226, and if not, the process returns to step 224 (step 225).

  In step 226, the hydraulic pump control valve 33 is controlled to turn off the solenoid 33b to the shut-off position, so that the discharge amount of the variable displacement hydraulic pump 7 becomes zero and the variable displacement hydraulic motor 8 operates at the maximum braking force. Therefore, a detection signal indicating that the rotation speed of the propeller 5 has become zero is input from the rotation speed detection sensor 39 (steps 226 and 227). In other words, since the propeller 5 is fixed at the same time as the rotation speed becomes zero, the resistance that the blades of the propeller 5 receive from the water during reverse travel can be maximized.

  Finally, the navigation speed control lever 37 is operated to the neutral position, thereby completing the braking of the ship (step 228).

  Next, the navigation control of the controller in the forward manual operation of the ship using only the electric motor will be described with reference to FIGS.

  When the changeover switch 301 installed in the cockpit of the ship selects and starts an electric motor as a power source (step 301), the prime mover clutch control valve 31 is controlled to turn off the solenoid 31a to the cut-off position. The prime mover clutch 10 is disconnected (step 302). After disconnecting the prime mover clutch 10, the motor clutch 13 connects the motor 12 and the pump shaft 11a by controlling the motor clutch control valve 300 and turning on the solenoid 300a so that the motor 12 is connected to the pump shaft 11a. It is transmitted to the second pump gear 28 (step 303).

  After processing step 303, the hydraulic pump control valve 33 is in the shut-off position when the two solenoids 33 a and 33 b both have the control signal input level of zero. The discharge amount from the suction and discharge ports 71 and 72 becomes zero, and the sun gear 211 is fixed (step 304).

  At this point, it is checked whether or not the navigation speed control lever 37 is in the neutral position (step 305). When the navigation speed control lever 37 is in the neutral position, the outer ring gear brake clutch 9 fixes the brake gear 24 by controlling the brake clutch control valve 35 and turning on the solenoid 35a to the connection position. Therefore, the outer ring gear 213 is fixed. Thus, since the outer ring gear 213 is fixed and the sun gear 211 is fixed, the rotation speed of the propeller 5 can be made zero and the propeller 5 can be locked. If the navigation speed control lever 37 is not in the neutral position, the process returns to step 302 (steps 306 and 307).

  When the outer ring gear 213 is fixed and a detection signal indicating that the rotation speed of the propeller 5 has become zero is input from the rotation speed detection sensor 39 and the navigation speed control lever 37 is operated forward (step 308), the rotary encoder Detects the lever position, and when the lever angle is the first forward operation, for example, from + 5 ° (forward start angle) to + 25 °, the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 is set to Therefore, the amount of drive oil discharged from one suction / discharge port 71 of the variable displacement hydraulic pump 7 increases. Thus, when the discharge amount of the driving oil from one suction discharge port 71 of the variable displacement hydraulic pump 7 increases, the variable displacement hydraulic motor 8 moves the sun gear 211 in the same direction as the forward rotation direction of the propeller 5. Since the rotation is started so as to rotate, the plurality of planetary gears 212 revolve and the planetary carrier 214 starts normal rotation. When the planet carrier 214 starts normal rotation, the propeller 5 starts normal rotation via the propeller shaft 5a. If the lever angle of the navigation speed control lever 37 is outside the range of + 5 ° (forward start angle) to + 25 °, the process returns to step 308 (steps 309 and 310).

  After processing step 310, when a detection signal indicating that the propeller 5 has started normal rotation is input from the rotation speed detection sensor 39 (step 311), the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 is the upper limit. When the control signal input level of the solenoid 34a of the hydraulic motor control valve 34 is increased, the rotational speed of the propeller 5 in the forward rotation direction increases as shown in FIG. Steps 312, 313).

  After processing step 313, when a detection signal indicating that the rotational speed of the propeller 5 has increased is input from the rotational speed detection sensor 39 (step 314), the lever angle of the navigation speed control lever 37 reaches + 25 °. The brake clutch control valve 35 controls the outer ring gear brake clutch 9 by turning off the solenoid 35a to the shut-off position. Since it is shut off, the outer ring gear 213 is in a freely rotating state (steps 315 and 316). If the lever angle of the navigation speed control lever 37 has not reached + 25 °, the process returns to step 308.

  After processing step 316, the forward clutch control valve 32 is controlled and the solenoid 32a is turned on so that the forward clutch 6 is connected and the power of the prime mover 4 is transmitted to the outer ring gear 213. As shown in FIG. 3B, the outer ring gear 213 in the freely rotating state starts to rotate by the electric motor 12 (step 317). That is, the ship travels forward with the electric motor 12 (step 318).

  Therefore, even in forward manual operation of the ship using only the electric motor 12, the lever angle of the navigation speed control lever 37 is operated to a second forward operation (forward acceleration angle), for example, + 25 ° to + 110 °, so that the electric motor 12 can navigate at a speed corresponding to the lever angle of the navigation speed control lever 37.

  In step 308, when the navigation speed control lever 37 is operated to reverse the ship, the rotary encoder detects the lever position, and the lever angle is the first reverse operation, for example, -5 ° (reverse start). In the case of the angle) to −25 °, the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 is increased, so that the drive oil from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 is increased. The discharge amount increases. In this way, when the amount of drive oil discharged from the other suction / discharge port 72 of the variable displacement hydraulic pump 7 increases, the variable displacement hydraulic motor 8 causes the sun gear 211 to move as shown in FIG. Since the rotation starts so as to rotate in the same direction as the reverse direction of the propeller 5, the plurality of planetary gears 212 revolve and the planetary carrier 214 starts the reverse rotation. When the planet carrier 214 starts reverse rotation, the propeller 5 starts reverse rotation via the propeller shaft 5a. When the lever angle of the navigation speed control lever 37 is outside the range of −5 ° (reverse start angle) to −25 °, the process returns to step 308 (steps 319 and 320).

  After processing step 320, when a detection signal indicating that the propeller 5 has started reverse rotation is input from the rotation speed detection sensor 39 (step 321), the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 becomes the upper limit. At the same time, when the input level of the control signal of the solenoid 34a of the hydraulic motor control valve 34 is increased, the rotational speed of the propeller 5 in the forward rotation direction is increased as shown in FIG. 322, 323, 324). Therefore, the ship can be moved backward (step 325).

  Next, navigation control of a controller that is braked with a propeller and stopped by a propeller during forward manual operation of the ship using only an electric motor will be described with reference to FIGS. 1 to 3 and FIG. 7.

  The navigation speed control lever 37 is operated when the driving oil is being discharged from one suction / discharge port 71 of the variable displacement hydraulic pump 7 during forward manual operation when the lever angle of the navigation speed control lever 37 is + 25 ° to + 110 °. When 37 is operated in the decelerating direction (steps 401, 402, 403), the rotary encoder detects the lever position, and controls the hydraulic pump control valve 33 based on the lever position to turn off the solenoid 33a to the cut-off position. As a result, the discharge amount of the variable displacement hydraulic pump 7 is reduced to zero and the input level of the control signal to the solenoid 33b is increased (step 404). When the input level of the control signal to the solenoid 33b of the hydraulic pump control valve 33 increases, the amount of control oil discharged from the other control port 72 of the variable displacement hydraulic pump 7 increases (step 405).

  Further, the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 is increased. As described above, the discharge amount of the control oil from the other control port 72 of the variable displacement hydraulic pump 7 increases, and the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 increases. The amount of oil for driving the variable displacement hydraulic motor 8 can be reduced. FIG. 3D shows a state in which the amount of control oil discharged from the other control port 72 of the variable displacement hydraulic pump 7 is increased to the upper limit and the amount of drive oil absorbed by the variable displacement hydraulic motor 8 is decreased. As shown, when the variable displacement hydraulic motor 8 increases its rotation so as to rotate the sun gear 211 in the same direction as the reverse direction of the propeller 5 (step 406), the plurality of planetary gears 212 revolve and the planetary carrier 214 is rotated. Since the forward rotation speed is lowered, the forward rotation speed of the propeller 5 is greatly reduced via the propeller shaft 5a (step 407). That is, the forward rotation speed of the propeller 5 can be lowered to a value that can brake the ship by the resistance that the blades of the propeller 5 receive from the water.

  When the rotational speed of the propeller 5 in the forward rotation direction is lowered by the electric motor 12, it is checked whether or not the lever angle of the navigation speed control lever 37 has reached + 25 ° (step 408). When the lever angle of the navigation speed control lever 37 reaches + 25 °, the forward clutch 6 is disengaged by controlling the forward clutch control valve 32 and turning off the solenoid 32a to the shut-off position. Is not transmitted to the outer ring gear 213 (step 409). When the forward clutch 6 is disconnected, the outer ring gear brake clutch 9 fixes the brake gear 24 by controlling the brake clutch control valve 35 and turning on the solenoid 35a so that the outer gear 213 is fixed. (Step 410). Thus, by disengaging the forward clutch 6 and fixing the outer ring gear 213, the propeller 5 can be driven only by the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8. If the lever angle of the navigation speed control lever 37 has not reached + 25 °, the process returns to step 404.

  After processing step 410, it is checked whether or not the lever angle of the navigation speed control lever 37 is within the range of + 5 ° to + 25 ° (step 411). When the lever angle of the navigation speed control lever 37 is + 5 ° to + 25 °, the input level of the control signal to the solenoid 34a of the hydraulic motor control valve 34 is lowered, and further, the hydraulic motor control valve 34 is controlled to control the solenoid 34a. By turning off and setting to the shut-off position, the amount of drive oil absorbed in the variable displacement hydraulic motor 8 is maximized, and the maximum braking force of the variable displacement hydraulic motor is obtained (steps 412 and 413). At this time, since the propeller 5 is rotated only by the variable displacement hydraulic motor 8, the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33 which is a spring offset electromagnetic proportional system is increased. Therefore, by reducing the input level of the control signal to the solenoid 33a of the hydraulic pump control valve 33, only the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8 are used, as shown in FIG. The forward rotation speed of the propeller 5 can be gradually decreased from the idling rotation speed of the prime mover 4 (step 414).

  If the lever angle of the navigation speed control lever 37 is outside the range of + 5 ° to + 25 °, the process returns to step 409.

  When the propeller 5 can be driven only by the variable displacement hydraulic pump 7 and the variable displacement hydraulic motor 8, it is checked whether or not the lever angle of the navigation speed control lever 37 has reached + 5 °. In this case, the process proceeds to step 416. If not reached, the process returns to step 412 (step 415).

  In step 416, the hydraulic pump control valve 33 is controlled to turn off the solenoid 33a to the shut-off position, so that the discharge amount of the variable displacement hydraulic pump 7 becomes zero and the variable displacement hydraulic motor 8 operates at the maximum braking force. Therefore, a detection signal indicating that the rotation speed of the propeller 5 has become zero is input from the rotation speed detection sensor 39 (steps 416 and 417). That is, the variable displacement hydraulic motor 8 brakes the ship so that the rotation speed of the propeller 5 is gradually reduced to zero so that the propeller cavitation phenomenon does not occur, and the resistance of the propeller 5 blades received from water is maximized. can do.

  Although the present invention has been described with the specific embodiments shown in the drawings, the present invention is not limited to the embodiments shown in the drawings, and is known so far as long as the effects of the present invention are achieved. It goes without saying that any configuration can be adopted.

It is a block diagram which shows the preferable example of embodiment of the braking device of the ship of this invention. It is a control block diagram which shows the relationship between the controller which is the principal part of the braking device of the ship of this invention, and the apparatus which a controller controls. It is explanatory drawing which shows the operation state of the planetary gear mechanism of the power transmission mechanism with which the braking device of the ship of this invention is applied. It is a flowchart figure which shows the navigation control of the controller in the normal navigation operation of a ship. It is a figure which shows the example of preferable embodiment of the braking method of the ship of this invention, and is a flowchart figure which shows the braking control of the controller in the normal navigation operation of a ship. It is a flowchart figure which shows the navigation control of the controller in the navigation operation by the motor of a ship. It is a figure which shows the example of preferable embodiment of the braking method of the ship of this invention, and is a flowchart figure which shows the braking control of the controller in the navigation operation by the motor of a ship.

DESCRIPTION OF SYMBOLS 1 ... Propeller drive device 4 ... Motor 5 ... Propeller 5a ... Propeller shaft 6 ... Forward clutch 7 ... Variable displacement hydraulic pump 8 ... Variable displacement hydraulic motor 9 ... Outer ring gear brake clutch 12 ... Electric motor 13 ... Motor clutch 21 ... Planetary gear mechanism 211 ... Sun gear 212 ... Plural planetary gears 213 ... Outer ring gear 214 ... Planetary carrier 22 ... Input gear 23 ... First pump gear 24 ... Brake gear 28 …… Second pump gear 32 …… Forward clutch control valve 33 …… Hydraulic pump control valve 34 …… Hydraulic motor control valve 35 …… Brake clutch control valve 36 …… Controller 37 …… Navigation Speed control lever 300 …… Control valve for motor clutch 301 …… Changeover switch (switching means)

Claims (4)

A prime mover that is a piston engine that is a power source of the ship,
A navigation speed control lever for manually adjusting the navigation speed of the ship using the prime mover;
A sun gear, a plurality of planetary gears, an outer ring gear, and a planetary carrier that rotatably supports the plurality of planetary gears. A planetary gear mechanism to which the sun gear is fixed;
A propeller rotating on a propeller shaft connected to the planet carrier;
A forward clutch that transmits and shuts off the power from the prime mover to the external gear by moving the first gear of the input gear meshed with the external gear formed on the outer periphery of the outer ring gear;
A variable displacement hydraulic pump having two discharge directions driven by a first pump gear meshed with a second gear fixed to the forward clutch of the input gear;
A variable displacement hydraulic motor driven by the variable displacement hydraulic pump and having two rotational directions for driving the sun gear;
An outer ring gear brake clutch for selectively fixing a brake gear meshed with the outer gear of the outer ring gear;
A forward clutch control valve that hydraulically controls the forward clutch;
A hydraulic pump control valve that controls the discharge direction and discharge capacity of the driving oil that is hydraulically controlled by the control oil with the variable displacement hydraulic pump and pumped from the variable displacement hydraulic pump ;
A hydraulic motor control valve that hydraulically controls the variable displacement hydraulic motor to control the rotational speed of the variable displacement hydraulic motor ;
A marine brake device that brakes a marine vessel with a propeller driving device including a brake clutch control valve that hydraulically controls the outer ring gear brake clutch,
When the navigation speed control lever is moved from the position where the prime mover is in the forward automatic operation state to the position where the prime mover is in the idling state, the control valve for the hydraulic pump is controlled to stop the variable displacement hydraulic pump, When the prime mover is in an idling state, the control valve for the hydraulic pump and the control valve for the hydraulic motor are controlled so that the variable displacement hydraulic motor moves in the direction of rotation when the ship moves backward through the variable displacement hydraulic pump. By increasing the rotation speed, the sun gear controls the revolution of the plurality of planetary gears, and the normal rotation speed of the propeller is decreased to a value that can brake the ship by the resistance that the propeller blades receive from water. When the propeller is lowered to a speed at which the ship can brake the ship by the first propeller control function and the first propeller control function, Wherein by controlling a control valve for brake clutch fixing the ring gear with the ring gear brake clutch, further, the variable capacity by the hydraulic motor control valve with by controlling the clutch control valve to shut off the forward clutch The rotational speed of the variable displacement hydraulic motor is controlled by gradually reducing the rotational speed of the variable displacement hydraulic motor when the vessel moves forward, and the variable pressure hydraulic motor is controlled by controlling the hydraulic pump control valve. By gradually reducing the discharge amount of the displacement type hydraulic pump and stopping it, the rotation speed of the propeller is decreased steplessly, so that the rotation speed of the propeller is reduced gradually so that no propeller cavitation phenomenon occurs. as blades of the propeller to maximize the resistance received from the water in the, control having a second propeller control functions for braking the ship Braking device of vessels comprising the. The propeller driving device is:
An electric motor for driving the second pump gear;
An electric motor clutch that transmits and cuts off power from the electric motor to the second pump gear;
A motor clutch control valve that hydraulically controls the motor clutch;
The power source for navigating the ship is selected from any one of the electric motor and the prime mover, and the power source includes switching means that can be controlled by the navigation speed control lever.
In the controller, the motor is selected by the switching means, the ship is in the forward manual operation state by the motor, the outer ring gear of the planetary gear mechanism is rotatable and the sun gear is fixed, A third propeller that executes the first propeller control function and the second propeller control function when the navigation speed control lever is moved in a direction to decelerate the ship from the position of the forward manual operation state of the electric motor. The marine brake device according to claim 1, which has a control function. A prime mover that is a piston engine that is a power source of the ship,
A navigation speed control lever for manually adjusting the navigation speed of the ship using the prime mover;
A sun gear, a plurality of planetary gears, an outer ring gear, and a planetary carrier that rotatably supports the plurality of planetary gears. A planetary gear mechanism to which the sun gear is fixed;
A propeller rotating on a propeller shaft connected to the planet carrier;
A forward clutch that transmits and shuts off the power from the prime mover to the external gear by moving the first gear of the input gear meshed with the external gear formed on the outer periphery of the outer ring gear;
A variable displacement hydraulic pump having two discharge directions driven by a first pump gear meshed with a second gear fixed to the forward clutch of the input gear;
A variable displacement hydraulic motor driven by the variable displacement hydraulic pump and having two rotational directions for driving the sun gear;
An outer ring gear brake clutch for selectively fixing a brake gear meshed with the outer gear of the outer ring gear;
A forward clutch control valve that hydraulically controls the forward clutch;
A hydraulic pump control valve that controls the discharge direction and discharge capacity of the driving oil that is hydraulically controlled by the control oil with the variable displacement hydraulic pump and pumped from the variable displacement hydraulic pump ;
A hydraulic motor control valve that hydraulically controls the variable displacement hydraulic motor to control the rotational speed of the variable displacement hydraulic motor ;
A marine brake method for braking a marine vessel by controlling with a controller a propeller drive device including a brake clutch control valve that hydraulically controls the outer ring gear brake clutch,
The controller controls the hydraulic pump control valve to stop the variable displacement hydraulic pump when the navigation speed control lever moves from a position where the prime mover automatically moves forward to a position where the prime mover is in an idling state. Step to
When the prime mover is in an idling state, the rotation direction of the variable displacement hydraulic motor when the marine vessel moves backward through the variable displacement hydraulic pump by controlling the control valve for the hydraulic pump and the control valve for the hydraulic motor The rotation speed of the propeller is controlled by the sun gear, and the normal rotation speed of the propeller is decreased to a value at which the ship can be braked by the resistance received by the propeller blades from water. When,
When the propeller is lowered to a rotational speed capable of braking the ship, the forward clutch control valve is controlled to shut off the forward clutch, and the brake clutch control valve is controlled to control the outer ring gear brake clutch. Fixing the gear,
After fixing the outer ring gear, the rotational speed of the variable displacement hydraulic motor is controlled by the hydraulic motor control valve to gradually reduce the rotational speed of the variable displacement hydraulic motor when the vessel moves forward. And controlling the hydraulic pump control valve to gradually reduce and stop the discharge amount of the variable displacement hydraulic pump, thereby continuously reducing the rotation speed of the propeller. And a step of braking the ship so that the propeller blades receive zero resistance from the water while the rotation speed of the propeller is gradually reduced to zero so that the propeller cavitation phenomenon does not occur. Braking method. An electric motor for driving the second pump gear;
An electric motor clutch that transmits and cuts off power from the electric motor to the second pump gear;
A motor clutch control valve that hydraulically controls the motor clutch;
The propeller drive device comprising: switching means for selecting a power source for navigating the ship as one of the electric motor and the prime mover and enabling any power source to be controlled by the navigation speed control lever. A marine braking method for braking a marine vessel by controlling with the controller,
In the controller, the motor is selected by the switching means, the ship is in the forward manual operation state by the motor, the outer ring gear of the planetary gear mechanism is rotatable and the sun gear is fixed, 4. The marine vessel braking method according to claim 3, wherein all the steps are executed when the navigation speed control lever moves in a direction in which the marine vessel is decelerated from the position of the forward manual operation state of the electric motor.

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