JP5738959B2 - Transmission switching control device - Google Patents

Description

  The present invention relates to a transmission switching control device and a transmission for performing switching control of the transmission gear for a marine transmission that transmits the rotational force of a prime mover to a propeller via any of a plurality of transmission gears having different transmission ratios. The present invention relates to a switching method.

  As a propulsion device that propels a propeller to propel a ship, a configuration is known in which the propeller is rotated by obtaining a rotational force from an output shaft of an internal combustion engine such as a diesel engine. This type of propulsion device is configured such that a propeller shaft is connected to an output shaft of an internal combustion engine via a speed reducer, and a rotational force obtained from the internal combustion engine is transmitted to the propeller via the speed reducer. Yes. The propeller is changed to an arbitrary rotational speed by controlling the internal combustion engine by the governor in accordance with a ship speed signal such as an engine telegraph signal.

  As the speed reducer used in the propulsion device, a speed reducer configured to be able to switch the speed reduction ratio on the forward side to two stages in order to operate a ship at low speed and high torque is known (Patent Document 1). And Patent Document 2). Patent Document 3 discloses a hydraulic control method capable of controlling a hydraulic clutch and switching to a forward 1st speed or a forward 2nd speed according to an operating state of an engine with respect to a reduction gear capable of shifting forward in two stages. Is disclosed. Further, Patent Document 4 discloses a large reduction gear with a small speed reduction clutch and a large speed reduction clutch when the engine rotation speed is equal to or higher than the set rotation speed with the small speed reduction clutch fitted. There is disclosed a control device that performs control so as not to be switched to the deceleration side. Further, in Patent Document 4, as a conventional technique, when the engine rotational speed reaches a set rotational speed by an operator's speed change operation, the speed reducer is automatically controlled so that the speed reduction stage matches the rotational speed. It is disclosed.

JP-A-8-200405 JP 2002-48199 A Japanese Patent Laid-Open No. 10-291496 Japanese Patent Laid-Open No. 5-149420

  However, in the prior art described in each of the above-mentioned patent documents, in order to prevent an increase in the load on the engine and the generation of black smoke after the change of the gear ratio, or to prevent damage to the clutch or the transmission gear, For example, when switching from the first speed of the low speed gear to the second speed of the high speed gear, the rotational speed of the engine is lowered to a sufficiently low rotational speed such as an idling rotational speed. For this reason, the conventional technique has a problem that it takes time until the speed reducer is actually shifted after the ship speed command is output from the wheelhouse, and the responsiveness is poor. Further, the conventional technique has a problem that the ship maneuverability is poor because the ship does not quickly follow the maneuvering operation of the pilot.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a transmission switching control device and a transmission capable of safely and quickly switching a transmission gear with respect to a reduction gear including a plurality of transmission gears. It is to provide a switching method.

(1) The present invention provides a transmission switching control device that performs switching control of the transmission gear for a marine transmission that transmits the rotational force of a prime mover to a propeller through any of a plurality of transmission gears having different transmission ratios. It is. The transmission switching control device includes first detection means, second detection means, and gear switching control means. The first detection means detects a rotational speed of the prime mover. The second detection means detects a rotation speed of the propeller. The gear switching control means is detected by the first detecting means when a switching signal is input from a ship maneuvering device in a state where the rotational force of the prime mover is transmitted to the propeller via any of the transmission gears. Based on the rotation speed of the prime mover and the rotation speed of the propeller detected by the second detection means, the transmission gear is switched to another transmission gear.
Due to such a configuration, the gear shift control means switches the transmission gear based on both the rotation speed of the prime mover and the rotation speed of the propeller of the ship. This makes it possible to switch the speed change gear of the reduction gear safely and quickly without reducing the rotational speed of the prime mover more than necessary.
(2) The plurality of transmission gears are a first transmission gear used during low-speed rotation and a second transmission gear used during high-speed rotation. In this case, the gear switching control means has a rotational speed of the propeller equal to or higher than a predetermined first rotational speed when a switching signal from the first transmission gear to the second transmission gear is input. On the condition, the first transmission gear is detached and the second transmission gear is inserted.
As a result, when the rotation speed of the propeller is sufficiently increased to be switched from the first transmission gear to the second transmission gear, the transmission gear is switched without reducing the rotation speed of the prime mover. Thus, even when the ship speed is increased by switching from the first transmission gear to the second transmission gear, the transmission gear can be switched safely and quickly.
(3) It is preferable that the first rotation speed is a rotation speed of the propeller corresponding to a lower limit rotation speed that the prime mover can transmit to the propeller by the second transmission gear.
(4) The transmission switching control device according to the present invention further includes speed increase control means for increasing the rotational speed of the prime mover when the rotational speed of the propeller is less than the first rotational speed. In this case, the gear switching control means detaches the first transmission gear on the condition that the rotation speed of the propeller becomes equal to or higher than the first rotation speed by the speed increase by the speed increase control means. Insert the transmission gear.
As a result, even if the rotation speed of the propeller is less than the first rotation speed, the speed is increased to the first rotation speed, so that the gear switching control means does not reduce the prime mover to the idling rotation speed. The gears can be switched safely and quickly.
(5) The plurality of transmission gears are a first transmission gear used when the ship is navigating at low speed and a second transmission gear used when the ship is navigating at high speed. In this case, when the second switching signal from the second transmission gear to the first transmission gear is input, the gear switching control means is configured such that the rotational speed of the prime mover is less than a predetermined second rotational speed. The second transmission gear is detached on the condition that the first transmission gear is inserted on the condition that the rotation speed of the propeller is lower than a predetermined third rotation speed.
Since it is configured in this way, the second transmission gear is detached when the rotational speed of the prime mover is sufficiently low to allow the second transmission gear to be detached. Then, when the rotation speed of the propeller is gradually lowered in a state where the transmission gear is not inserted, and becomes less than the third rotation speed at which the first transmission gear can be inserted, the first transmission gear is inserted. As a result, even when switching from the second transmission gear to the first transmission gear to reduce the boat speed, the transmission gear can be switched safely and quickly.
(6) It is preferable that the second rotation speed is an upper limit rotation speed of the prime mover in which the first transmission gear or the second transmission gear can be inserted or removed. The third rotation speed is preferably a rotation speed of the propeller corresponding to a lower limit rotation speed that the prime mover can transmit to the propeller by the first transmission gear.
(7) The transmission switching control device according to the present invention further includes a deceleration control means for decelerating the rotational speed of the prime mover when the rotational speed of the prime mover is equal to or higher than the second rotational speed. In this case, the gear switching control means disengages the second transmission gear on the condition that the rotational speed of the prime mover is less than the second rotational speed due to the deceleration by the deceleration control means.
Thereby, even if the rotational speed of the prime mover is equal to or higher than the second rotational speed, the second reduction gear can be quickly detached because the motor is decelerated to less than the second rotational speed.
(8) The present invention is a transmission switching method for performing switching control of the transmission gear with respect to a marine transmission that transmits the rotational force of a prime mover to a propeller through any of a plurality of transmission gears having different transmission ratios. is there. This transmission switching method includes a first step and a second step. In the first step, when a switching signal is input from a marine vessel maneuvering device in a state where the rotational force of the prime mover is transmitted to the propeller via any of the transmission gears, the rotational speed of the prime mover and the propeller are Detects the rotation speed. The second step is switched to another transmission gear based on the rotational speed of the prime mover and the rotational speed of the propeller detected in the first step.
Even with such a transmission switching method, it is possible to switch the transmission gear of the reduction gear safely and quickly without reducing the rotational speed of the prime mover more than necessary.

  Further, in the above-described transmission switching control device, the plurality of transmission gears include a first transmission gear that is used when the marine vessel is traveling forward and at low speed, a second transmission gear that is used when the marine vessel is traveling forward and at high speed, and reverse travel of the marine vessel. A third speed change gear that is sometimes used, and the gear change control means, after receiving the third change signal from the second speed change gear to the third speed change gear, after the second speed change gear is detached. After the insertion and removal of the first transmission gear, switching to the third transmission gear is performed. In other words, when the third switching signal is input, the gear switching control means inserts the first transmission gear after releasing the second transmission gear, and then removes the first transmission gear. Then, the third transmission gear is inserted. Thereby, at the time of switching from forward to reverse, not only the engine brake by the second transmission gear but also the engine brake by the first transmission gear can be used. This makes it possible to quickly stop the ship quickly and in a short time.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to switch a speed change gear safely and quickly with respect to the reduction gear provided with the several speed change gear.

FIG. 1 is a configuration diagram schematically showing a schematic configuration of a propulsion device and a propulsion system according to an embodiment of the present invention. Drawing 2 is a mimetic diagram showing typically the composition of the reduction gear with which the propulsion device concerning the embodiment of the present invention is provided. FIG. 3 is a block diagram illustrating a configuration of a control unit of the engine control apparatus according to the embodiment of the present invention. FIG. 4 is a graph showing the relationship between the handle position, the engine rotation speed, and the propeller rotation speed in the propulsion device according to the embodiment of the present invention. FIG. 5 is a flowchart showing an example of a procedure of clutch switching control of the reduction gear executed by the control unit according to the embodiment of the present invention. FIG. 6 is a flowchart showing an example of the procedure of the rotational speed matching control executed by the control unit according to the embodiment of the present invention. FIG. 7 is a flowchart illustrating an example of a procedure of clutch switching control of the reduction gear executed by the control unit according to the embodiment of the present invention. FIG. 8 is a flowchart illustrating an example of a procedure of clutch switching control of the reduction gear executed by the control unit according to the embodiment of the present invention. FIG. 9 is a flowchart showing an example of a procedure of clutch reduction control of the reduction gear executed by the control unit according to the embodiment of the present invention. FIG. 10 is a graph showing the engine rotation state and the propeller rotation state during clutch switching control. FIG. 11 is a graph showing the rotation state of the engine and the rotation state of the propeller during the clutch switching control. FIG. 12 is a flowchart showing an example of a procedure for clutch switching control of the reduction gear executed by the control unit according to the embodiment of the present invention.

  Embodiments of the present invention will be described below with reference to the drawings as appropriate. The following embodiments are merely examples embodying the present invention, and do not limit the technical scope of the present invention.

  First, the propulsion system 11 according to an embodiment of the present invention will be described. The propulsion system 11 is a so-called two-machine / two-axis propulsion system that rotates two propellers 31 to propel a ship forward or backward, and, as shown in FIG. 1, two propulsion devices 10 (10 </ b> A, 10 </ b> B). ) Are arranged in parallel. The propulsion device 10 (10A, 10B) generates propulsion force of a ship by rotating a propeller 31 that is a propulsion mechanism of the ship. The propulsion device 10 (10A, 10B) mainly includes a diesel engine 33 (an example of a prime mover of the present invention, hereinafter abbreviated as “engine 33”) and an engine control device 35 (an example of a transmission switching control device of the present invention). ), A reduction gear 41 (an example of a marine transmission according to the present invention), and a steering handle 15 (15A, 15B). The propulsion device 10 (10A, 10B) includes a speed sensor 24 (24A, 24B) that detects the rotational speed of the engine 33 and a speed sensor 25 (25A, 25B) that detects the rotational speed of the propeller 31. Yes. The engine control device 35 is commonly used for the two propulsion devices 10, but the engine control device 35 may be provided in each propulsion device 10.

  The propulsion system 11 and the propulsion apparatus 10 according to the present embodiment can be applied to various types of ships, such as cargo ships such as container ships and tankers, passenger ships such as ferries and passenger ships, tug boats, and marine research ships. It can be widely applied to ships such as special vessels that perform marine or underwater operations, fishing boats used in fishing, and submersibles.

  The engine 33 is used as a drive source for supplying rotational drive force to the speed reducer 41 and the propeller 31 in a ship. For example, the engine 33 is a large diesel engine having an engine output of several hundred kW to several thousand kW. The engine 33 has a control unit 50 (see FIG. 3) of the engine control device 35 such that the engine 33 has a rotational speed corresponding to a ship speed signal such as a telegraph signal sent from the steering handle 15 (15A, 15B) of the wheelhouse 14. Controlled by. In the present embodiment, the engine 33 is illustrated as an example of the prime mover. However, the engine 33 is not limited thereto, and any internal combustion engine that can output a rotational driving force such as a gas engine or a gas turbine instead of the engine 33 may be used. Various types of internal combustion engines are applicable. Moreover, it is also possible to apply the electric drive source comprised by an internal combustion engine, a generator, and an electric motor as a motor | power_engine of this invention.

  The reduction gear 41 is a marine transmission that transmits the rotational driving force of the engine 33 to the propeller 31 via any one of a plurality of reduction gears (transmission gears) having different reduction ratios (transmission ratios). The reducer 41 includes a first reduction gear R1 (an example of a first transmission gear according to the present invention) that reduces the rotational speed of the engine 33 at a reduction ratio T1, and a second reduction that reduces the rotational speed of the engine 33 at a reduction ratio T2. And a gear R2 (an example of the second transmission gear of the present invention). The first reduction gear R1 is used at the time of low speed navigation in which the ship is navigated at a low speed in the forward direction. Further, the second reduction gear R2 is used during high-speed navigation in which the ship is navigated at high speed in the forward direction. Therefore, the reduction ratio T1 is larger than the reduction ratio T2.

  As shown in FIG. 2, the speed reducer 41 is connected to the output shaft 48 of the engine 33. The reducer 41 has a plurality of gears including a first reduction gear R1 and a second reduction gear R2, and a plurality of clutches. Specifically, the reduction gear 41 includes an input gear 80, transmission gears 81A to 81C, clutches 83A to 83C, a first reduction gear R1, a second reduction gear R2, a reverse reduction gear 87 (third transmission gear), and an output. Gears 90A and 90B are provided. Hereinafter, the clutch 83A is referred to as a forward low speed clutch 83A, the clutch 83B is referred to as a forward high speed clutch 83B, and the clutch 83C is referred to as a reverse clutch 83C.

  The input gear 80 is connected to the output shaft 48. The rotational driving force of the engine 33 is directly transmitted to the input gear 80. The output gears 90A and 90B are connected to the propeller shaft 93. The rotational speed decelerated by the reduction gear 41 is transmitted from the propeller shaft 93 to the propeller 31 through either the output gear 90A or the output gear 90B. The input gear 80 sequentially meshes with the transmission gear 81A, the forward low-speed clutch 83A, the first reduction gear R1, and the output gear 90A in order to transmit the rotational speed for advancing the ship. The rotational speed of the engine 33 is transmitted to the propeller shaft 93 via these transmission gears and the like. Further, the input gear 80 is sequentially meshed with the transmission gear 81B, the forward high speed clutch 83B, the first reduction gear R2, and the output gear 90B in order to transmit the rotational speed for advancing the ship. The rotational speed of the engine 33 is transmitted to the propeller shaft 93 via these transmission gears and the like.

  The transmission gear 81A and the transmission gear 81B are both transmission gears that have the same shape and the same size and are formed at the same pitch. The diameter of the first reduction gear R1 is larger than that of the second reduction gear R2, and the diameter of the output gear 90A is smaller than that of the output gear 90B. In the speed reducer 41 configured as described above, the rotational speed of the engine 33 is reduced by the reduction ratio T1 by the first reduction gear R1 and the output gear 90A. Further, the rotation speed of the engine 33 is reduced at the reduction ratio T2 by the second reduction gear R2 and the output gear 90B. In the present embodiment, the reduction ratio T1 due to the first reduction gear R1 or the like is, for example, “3.229”, and the reduction ratio T2 due to the second reduction gear R2 or the like is, for example, “2.388”. Of course, the numerical values of the reduction ratios T1 and T2 are not limited to these.

  Further, the input gear 80 sequentially meshes with a transmission gear 81A, a transmission gear 81C, a reverse clutch 83C, a reverse reduction gear 87, and an output gear (not shown) in order to transmit a rotational speed for moving the ship backward. The rotational speed of the engine 33 is transmitted to the propeller shaft 93 via these transmission gears and the like. In the present embodiment, the reduction ratio T3 by the reverse reduction gear 87 or the like is, for example, “2.973”. Of course, the numerical value of the reduction ratio T3 is not limited to these.

  The forward low speed clutch 83A is provided in a transmission path from the input gear 80 through the first reduction gear R1 to the output gear 90A. The forward high speed clutch 83B is provided in a transmission path from the input gear 80 to the output gear 90B via the second reduction gear R2. Both of these clutches 83A and 83B are used to transmit the rotational speed for advancing the ship. The reverse clutch 83C is provided in a transmission path from the input gear 80 through the reverse reduction gear 87 to the output gear (not shown) of the propeller shaft 93. The reverse clutch 83C is used to transmit a rotational speed for moving the ship backward. Each of the clutches 83A to 83C is a so-called hydraulic clutch that is switched between insertion and removal by hydraulic pressure, and more specifically, a plurality of disks (friction disks) between the input side and the output side of the rotational driving force. Is a friction clutch having a multiple plate clutch structure.

  As a drive mechanism for operating the clutches 83A to 83C, a hydraulic operation system is employed in which the plurality of disks are brought into contact with or separated from each other by controlling the hydraulic pressure. An electromagnetic switching valve 67 is provided in the hydraulic path of the forward low speed clutch 83A. The electromagnetic switching valve 67 is switched to either an open state or a closed state by a control signal input from the engine control device 35. By controlling the opening and closing of the electromagnetic switching valve 67, the flow path to which the operating oil is supplied is opened and closed, and the insertion or detachment of the forward low speed clutch 83A is controlled. Specifically, when the electromagnetic switching valve 67 is opened, working oil having a predetermined pressure or higher is supplied to the forward low speed clutch 83A, and the forward low speed clutch 83A is fitted. When the electromagnetic switching valve 67 is closed, the working oil in the forward low speed clutch 83A is released, and the forward low speed clutch 83A is detached. An electromagnetic switching valve 68 is provided in the hydraulic path of the forward high-speed clutch 83B, and an electromagnetic switching valve 69 is provided in the hydraulic path of the reverse clutch 83C. By controlling these electromagnetic switching valves 68 and 69, the forward high speed clutch 83B and the reverse clutch 83C are switched in or out. The electromagnetic switching valves 67 to 69 are commonly used for the reduction gears 41 of the propulsion devices 10A and 10B, and the secondary hydraulic paths of the electromagnetic switching valves 67 to 69 are the other reduction gears. 41 is connected to the hydraulic path. As a drive mechanism for the clutches 83A to 83C, a system that operates by compressed air pressure, an electric actuator, or the like may be applied instead of the hydraulic system. Further, the present invention is not limited to the above-described hydraulic clutch, and any clutch can be applied as long as the clutch can connect or disconnect the transmission path.

  In the present embodiment, the control unit 50 (see FIG. 3) of the engine control device 35, which is a gear switching control means of the present invention, outputs a control signal to the electromagnetic switching valves 67 to 69 at a necessary timing, whereby the clutch The insertion or removal of each of 83A to 83C is switched. In other words, the control unit 50 is calculated from the speed sensor 24 in a state where the rotational driving force of the engine 33 is transmitted to the propeller 31 via the reduction gear of either the first reduction gear R1 or the second reduction gear R2. Based on both the rotation speed of the engine 33 and the rotation speed of the propeller 31 calculated from the speed sensor 25, clutch switching control (to be described later) for switching the reduction gear is performed.

  As shown in FIG. 1, the engine 33 is provided with a speed sensor 24 that detects the rotational speed of the output shaft 48. The output signal of the speed sensor 24 is fed back to the engine control device 35, and the control unit 50 of the engine control device 35 calculates the rotational speed of the engine 33 based on the output signal of the speed sensor 24. Further, the propeller shaft 93 is provided with a speed sensor 25 that detects the rotational speed of the propeller shaft 93. The output signal of the speed sensor 25 is fed back to the engine control device 35, and the control unit 50 of the engine control device 35 calculates the rotational speed of the propeller 31 based on the output signal of the speed sensor 25. Each rotation speed calculated by the control unit 50 is used in clutch switching control (described later) executed by the control unit 50. Here, in the present embodiment, the control unit 50 calculates the rotational speed of the engine 33 based on the output signal from the speed sensor 24, thereby realizing the first detection means of the present invention. Further, the control unit 50 calculates the rotational speed of the propeller 31 based on the output signal from the speed sensor 25, thereby realizing the second detection means of the present invention. When the speed sensors 24 and 25 calculate and calculate each rotational speed, the speed sensor 24 implements the first detection means of the present invention, and the speed sensor 25 enables the second detection means of the present invention. Realized.

  As shown in FIG. 3, the engine control device 35 includes a control unit 50 that includes a CPU 51, a ROM 52, a RAM 53, an EEPROM 54, and the like. The control unit 50 is connected to the speed sensor 24 and the speed sensor 25 included in the propulsion device 10 (10A, 10B), and output signals from the speed sensors 24 and 25 are input. The control unit 50 is connected to a steering handle 15 (15A, 15B) included in the propulsion device 10 (10A, 10B), and various ship speed signals are input from the steering handles 15. The control unit 50 controls the engine 33 so that the rotation speed according to the ship speed signal input from the steering handle 15 is obtained. Specifically, the control unit 50 controls the rotational speed of the engine 33 by changing the fuel rack position of the electronic governor 34 provided in the engine 33 and adjusting the injection amount of the fuel injection pump. Further, the control unit 50 calculates the actual rotational speed of the engine 33 from the output signal from the speed sensor 24, and based on the rotational speed, the rotational speed of the engine 33 becomes a rotational speed corresponding to the ship speed signal. Thus, the electronic governor 34 is feedback-controlled. Moreover, the control part 50 is connected with the electromagnetic switching valves 67-69 with which the reduction gear 41 of the propulsion apparatus 10 (10A, 10B) is provided, and the control part 50 outputs a control signal to the electromagnetic switching valves 67-69. Thus, the opening / closing of the electromagnetic switching valves 67 to 69 is controlled. Thereby, insertion or removal of the clutches 83A to 83C is controlled.

  Examples of the boat speed signal include a handle position signal indicating the handle position in the operation range of the control handle 15, a forward signal indicating that the handle position is in the forward range, and a reverse signal indicating that the handle position is in the reverse range. and so on. In the present embodiment, a potentiometer 56 is provided on the steering handle 15, and a handle position signal in the forward range and the reverse range is output from the potentiometer 56. That is, the signal output from the potentiometer 56 is the handle position signal. Specifically, each operation range of the forward side and the reverse side of the steering handle 15 is divided into 10 stages from 0 notch to 10 notch, and the control unit 50 is in the forward range (forward 0 to forward 10 range). The handle position of the steering handle 15 and the position of the steering handle 15 in the reverse range (reverse range 0 to reverse range 10) can be determined by the output signal from the potentiometer 56. In the present embodiment, the forward 0 notch to the forward 3.5 notch in the forward range is defined in the low speed region (hereinafter referred to as “forward low speed region”), and the forward 3.5 notch to the forward 10 notch. Is defined as a high-speed region (hereinafter referred to as “forward high-speed region”). The control unit 50 can determine whether the steering handle 15 is in the low speed region or the high speed region based on the output signal from the potentiometer 56. Further, the steering handle 15 is provided with a forward switch 56 for outputting the forward signal and a reverse switch for outputting the reverse signal. The control unit 50 can determine whether the handle position of the steering handle 15 is in the forward range or the reverse range based on switch signals from the forward switch 56 and the reverse switch 57.

In the present embodiment, in the propulsion system 11 having the above-described configuration, various setting items in drive control and clutch switching control of the engines 33 of the propulsion devices 10A and 10B are set to numerical values shown in Table 1. Specifically, the idling rotational speed of the engine 33 is 425 [min ⁻¹ ], the rated rotational speed of the engine 33 is 850 [min ⁻¹ ], and the rotational speed of the engine 33 in which the clutches 83A to 83C can be inserted or removed. Is less than 550 [min ⁻¹ ], the rotation speed of the propeller 33 into which the reverse clutch 83C can be fitted is less than 60 [min ⁻¹ ], the target rotation speed of the engine 33 during boost up control is 455 [min ⁻¹ ], boost up control The time is set to 4 [s], and the rotational speed of the engine 33 that automatically disengages the clutches 83A to 83C is set to 280 [min ⁻¹ ]. Further, the control range of the rotational speed of the engine 33 in the forward low speed region is set to 425 to 700 [min ⁻¹ ]. In addition, the rotational speed of the propeller 31 at this time is 132-217 [min < ^-1 >]. The control range of the rotational speed of the engine 33 in the forward high speed region is set to 518 to 850 [min ⁻¹ ]. In addition, the rotational speed of the propeller 31 at this time is 217-356 [min < ^-1 >]. Moreover, the control range of the rotational speed of the engine 33 at the time of reverse drive is set to 425-765 [min < ^-1 >]. In addition, the rotational speed of the propeller 31 at this time is 143-257 [min < ^-1 >]. As described above, the reduction ratio of the first reduction gear R1 is 3.229, the reduction ratio of the second reduction gear R2 is 2.338, and the reduction ratio of the reverse reduction gear 87 is 2.973.

  The relationship among the rotation speed of the engine 33, the rotation speed of the propeller 31, and the handle position in the propulsion device 10 set in this way is as shown in the graph of FIG. Here, the thick solid line in FIG. 4 is a graph showing the relationship between the handle position and the engine speed, and the thick broken line in FIG. 4 is a graph showing the relationship between the handle position and the propeller speed.

  Hereinafter, with reference to the flowcharts of FIGS. 5 to 9 and the graphs of FIGS. 10 and 11, an example of a procedure of clutch switching control executed by the control unit 50 of the engine control device 35 and the transmission switching method of the present invention will be described below. Will be described. Here, FIG. 5 is a flowchart showing a procedure of clutch switching control when the steering handle 15 is operated from the neutral position to the forward low speed region. FIG. 6 is a flowchart showing the procedure of the engine speed matching control for controlling the engine speed so that the engine speed is back-calculated from the propeller speed by the reduction gear ratio (T1 or T2) of the clutch to be switched. FIG. 7 is a flowchart showing a procedure of clutch switching control when the steering handle 15 is returned from the forward low speed region to the neutral position. FIG. 8 is a flowchart showing a procedure of clutch switching control when the steering handle 15 is operated from the forward low speed region to the forward high speed region. FIG. 9 is a flowchart showing a procedure of clutch switching control when the steering handle 15 is returned from the forward high speed region to the forward low speed region. In FIG. 5 to FIG. 9, S11, S12,... Represent processing procedure (step) numbers. 5 to 9, the same processing procedure number is assigned to the same processing procedure.

When the control handle 15 is in the neutral position, the control unit 50 performs electromagnetic switching so as to maintain the rotational speed of the engine 33 at the idling rotational speed 425 [min ⁻¹ ] with all the clutches 83A to 83C detached. The valves 67 to 69 and the electronic governor 34 are controlled. Hereinafter, the state controlled in this way is referred to as a standby state of the engine 33.

  The clutch switching control when the steering handle 15 is operated from the neutral position to the forward low speed region from the standby state will be described below with reference to the flowcharts of FIGS.

(S11-S13)
When the steering handle 15 is operated from the neutral position to the forward low speed region from the standby state, the control unit 50 determines that the steering handle 15 has been moved to the forward low speed region based on the ship speed signals from the forward switch 56 and the potentiometer 55. Determine (S11). Thereafter, the control unit 50 determines whether or not the rotational speed of the propeller 31 is less than the reverse 60 [min ⁻¹ ] based on the signal from the speed sensor 25 (S12). And if it determines with it being less than reverse 60 [min < ^-1 >], it will be determined whether the rotational speed of the propeller 31 is less than forward 140 [min < ^-1 >] next (S13). Note that when the ship 33 is controlled to move backward before the engine 33 enters the standby state, the rotational speed of the propeller 31 may exceed 60 [min ⁻¹ ] in reverse. In this case, if the forward low-speed clutch 83A is inserted, the clutch and the gear break down. For this reason, the determination process in step S12 is performed. Further, when the ship 33 is controlled to move forward before the engine 33 enters the standby state, the rotational speed of the propeller 31 may exceed the forward 140 [min ⁻¹ ]. In this case, the engine speed may not match the actual rotational speed of the propeller 31. If the forward low speed clutch 83A is inserted in this state, an overrev may occur and the engine 33 may break down. For this reason, the determination process in step S13 is performed. The forward 140 [min ⁻¹ ] is an upper limit rotational speed at which the engine 33 does not cause overrev.

(S14-S17)
In step S13, when the rotation speed of the propeller 31 is less than forward 140 [min ⁻¹ ], the control unit 50 executes the processing after step S14 and the processing after step S16 in parallel.

When it is determined in step S13 that the rotation speed of the propeller 31 is less than forward 140 [min ⁻¹ ] and the process proceeds to step S14, the control unit 50 determines that the rotation speed of the engine 33 is less than 450 [min ⁻¹ ]. Determine if it exists. As described above, when the engine 33 is in the standby state, the rotational speed of the engine 33 is maintained at the idling rotational speed 425 [min ⁻¹ ]. Therefore, in this case, the control unit 50 performs boost-up control for forcibly increasing the rotational speed of the engine 33 in the next step S15. Specifically, the control unit 50 controls the electronic governor 34 for T seconds (T = 4 s) so that the rotational speed of the engine 33 becomes 455 [min ⁻¹ ]. This boost-up control is performed so that a load is applied when the forward low-speed clutch 83A is fitted and the rotational speed of the engine 33 does not drop. As will be described later, when the rotational speed of the engine 33 is maintained at 450 [min ⁻¹ ] or more before and after the forward low speed clutch 83A is fitted, the boost-up control is not performed.

On the other hand, when the process proceeds from step S13 to step S16, the control unit 50 determines whether or not the rotational speed of the engine 33 is less than 550 [min ⁻¹ ] (S16). That is, the control unit 50 determines whether or not the rotation speed of the engine 33 is a rotation speed at which the forward low-speed clutch 83A can be engaged and disengaged. Even if the ship is navigating at full forward speed before the engine 33 enters the standby state, and then the steering handle 15 is returned to the neutral position, the engine speed exceeds 550 [min ⁻¹ ]. There may be. If the forward low-speed clutch 83A is inserted in this state, the forward low-speed clutch 83A and the connecting portion will break down. Therefore, the control unit 50 determines whether or not the engine speed is less than 550 [min ⁻¹ ] in step S16, and the next step when the engine speed is less than 550 [min ⁻¹ ]. The process proceeds to S17.

In step S16, when the rotational speed of the engine 33 is less than 550 [min ⁻¹ ], it is determined that the forward low-speed clutch 83A can be inserted, and the control unit 50 issues a command to insert the forward low-speed clutch 83A. (S17). Specifically, the control unit 50 outputs a signal for opening the electromagnetic switching valve 67 (see FIG. 2), and supplies the working oil to the forward low-speed clutch 83A.

(S18-S19)
Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the forward low speed clutch 83A is sufficiently high, specifically, whether or not the hydraulic pressure is 1.0 [MPa] or more (S18). Here, when the hydraulic pressure is sufficiently high, the control unit 50 controls the rotational speed of the engine 33 to be increased or decreased according to the operation of the steering handle 15 in the forward low speed region (S19). That is, the control unit 50 controls the rotational speed of the engine 33 within the range of the forward low speed region 425 to 700 [min ⁻¹ ]. Thereby, the rotational speed of the propeller 31 is controlled within the range of 132 to 217 [min ⁻¹ ].

(S21-S25)
On the other hand, when the rotation speed of the propeller 31 is equal to or greater than 140 [min ⁻¹ ] in step S13, the control unit 50 performs the rotation speed matching control (steps S21 to S25) illustrated in FIG. In the rotation speed matching control, the rotation speed of the engine 33 is adjusted so that the target rotation speed Na is obtained by multiplying the actual propeller rotation speed by the reduction ratio (T1 or T2) of the reduction gear (R1 or R2) to be switched. It is control to control. Specifically, the control unit 50 sets a value obtained by multiplying the actual rotation speed of the propeller 31 and the reduction ratio T1 of the first reduction gear R1 as the target rotation speed Na of the engine 33, and sets the target rotation speed Na. The electronic governor 34 is controlled so as to become (S21). In addition, since the clutch is not yet engaged, the rotational speed of the propeller 31 gradually decreases. In step S21, the target rotational speed Na is changed at any time according to the decreasing rotational speed of the propeller 31. The rotational speed of the engine 33 is controlled so as to be the target rotational speed Na after the change.

In the next step S22, the control unit 50 determines whether or not the rotational speed of the engine 33 has reached the target rotational speed Na ± 10%. Here, if it is determined that the rotational speed of the engine 33 has not reached the target rotational speed Na ± 10%, the control unit 50 determines whether the rotational speed of the propeller 31 is less than 140 [min ⁻¹ ] forward. Is determined (S25). And if it determines with the rotational speed of the propeller 31 being less than advance 140 [min < ^-1 >] in step S25, a process will progress to step S14 and step S16. That is, when the rotational speed of the propeller 31 becomes less than forward 140 [min ⁻¹ ] during the rotational speed matching control, the control unit 50 interrupts the rotational speed matching control and performs the processes from step S14 and step S16. .

On the other hand, when the rotational speed of the engine 33 reaches the target rotational speed Na ± 10% during the rotational speed matching control, the control unit 50 determines that the rotational speed of the propeller 31 is forward 217 [min ^{−1] in the} next step S23. ] Is determined. As shown in FIG. 4, the upper limit of the rotational speed of the propeller 31 by the first reduction gear R1 is 217 [min ⁻¹ ]. Therefore, the control unit 50 does not perform the next process until the rotation speed of the propeller 31 becomes less than 217 [min ⁻¹ ]. That is, the control part 50 repeats the process of step S21-S23 until the rotational speed of the propeller 31 becomes less than 217 [min < ^-1 >]. When the rotation speed of the propeller 31 becomes less than 217 [min ⁻¹ ], the control unit 50 maintains the rotation speed of the engine 33 at the target rotation speed Na at that time (S24). Thereafter, the process proceeds to step S17 in FIG. 5, and the control unit 50 issues a command for fitting the forward low speed clutch 83A.

(S31-S34)
Hereinafter, the clutch switching control when the steering handle 15 is returned from the forward low speed region to the neutral position will be described with reference to the flowchart of FIG. When determining that the steering handle 15 has been operated from the forward low speed region to the neutral position, the control unit 50 controls the electronic governor 34 so that the rotational speed of the engine 33 becomes the idling rotational speed 425 [min ⁻¹ ] (S31, S32). Next, the control unit 50 determines whether or not the engine speed is less than 550 [min ⁻¹ ] at which the engine 33 can engage and disengage the forward low speed clutch 83A (S33 (S16)). Here, when the rotational speed of the engine 33 is less than 550 [min ⁻¹ ], the control unit 50 issues a command to disengage the forward low speed clutch 83A (S34). Specifically, the control unit 50 outputs a signal for closing the electromagnetic switching valve 67 to stop the supply of the working oil to the forward low speed clutch 83A. As a result, the engine 33 is returned to the standby state.

(S41-S43)
Hereinafter, with reference to the flowchart of FIG. 8 and the graph of FIG. 10, the clutch switching control when the steering handle 15 is operated from the forward low speed region to the forward high speed region will be described. When the control handle 15 is operated from the forward low speed region to the forward high speed region, the control unit 50 determines that the control handle 15 has been moved to the forward high speed region based on the ship speed signal from the forward switch 56 and the potentiometer 55 ( S41). The boat speed signal input from the steering handle 15 in step S41 is a signal for switching from the first reduction gear R1 to the second reduction gear R2, and corresponds to the first switching signal of the present invention. Thereafter, the control unit 50 determines whether or not the rotational speed of the propeller 31 is less than reverse 60 [min ⁻¹ ] based on the signal from the speed sensor 25 (S42 (S12)). And if it determines with it being less than reverse 60 [min < ^-1 >], it will be determined whether the rotational speed of the propeller 31 is less than forward 190 [min < ^-1 >] next (S43).

(S44-S45)
In step S43, when the rotational speed of the propeller 31 is less than the forward 190 [min ⁻¹ ], the control unit 50 sets the rotational speed of the engine 33 to the maximum rotational speed 700 [min ⁻¹ ] in the forward low speed region. The electronic governor 34 is controlled to increase the speed (S44). The control unit 50 for performing the speed increase control in step S44 is an example of the speed increase control means of the present invention. Thereafter, the control unit 50 determines whether or not the rotation speed of the propeller 31 is equal to or higher than the forward speed 210 [min ⁻¹ ] during the speed increase control in Step S44 (S45). The rotational speed obtained by multiplying forward 210 [min ⁻¹ ] by the reduction ratio T1 of the first reduction gear R1 is about 678 [min ⁻¹ ]. Therefore, although not the rotational speed of the engine 33 reaches the 700 ^{[min -1]} at the time of determination (Yes in S45) in step S45, the rotational speed of the engine 33 before the next processing is performed 700 ^{[min -1} ] Is reached.

In step S45, when the rotation speed of the propeller 31 is equal to or higher than the forward 210 [min ⁻¹ ], the control unit 50 executes the process of the next step S46. Incidentally, forward 190 ^{[min -1]} in step S43, and advances in the S45 210 ^{[min -1]} is the first example of the rotational speed of the present invention. These rotational speeds are the rotational speed 217 [min ⁻¹ ] of the propeller 31 corresponding to the minimum rotational speed 518 [min ⁻¹ ] of the engine 33 in the forward high speed region (see FIG. 10, corresponding to the lower limit rotational speed of the present invention). About 88% to 96% of the rotation speed. In other words, the forward travel 190 [min ⁻¹ ] and the forward travel 210 [min ⁻¹ ] are rotational speeds corresponding to the minimum rotational speed 518 [min ⁻¹ ] that the engine 33 can transmit to the propeller 31 by the second reduction gear R2. is there.

(S46-S49)
Next, the control unit 50 issues a command to disengage the forward low speed clutch 83A (S46 (S34)). Thereafter, the control unit 50 rotates the rotation speed of the engine 33 so as to obtain a rotation speed 501 [min ⁻¹ ] obtained by multiplying the rotation speed 210 [min ⁻¹ ] of the propeller 31 by the reduction ratio T2 of the second reduction gear R2. Is controlled (S47). Next, the control unit 50 determines whether or not the hydraulic pressure of the forward low speed clutch 83A has become sufficiently low, specifically, whether or not the hydraulic pressure is less than 1.0 [MPa] (S48). If the hydraulic pressure is sufficiently low, the control unit 50 determines that the forward high speed clutch 83B can be inserted, and issues a command to insert the forward high speed clutch 83B (S49). Specifically, the control unit 50 outputs a signal for opening the electromagnetic switching valve 68 to supply the working oil to the forward high speed clutch 83B.

(S50-S51)
Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the forward high speed clutch 83B is sufficiently high, specifically, whether or not the hydraulic pressure is 1.0 [MPa] or more (S50). Here, when the hydraulic pressure is sufficiently high, the control unit 50 increases and decreases the rotational speed of the engine 33 according to the operation of the steering handle 15 in the forward high speed region in step S51. That is, the control unit 50 controls the rotational speed of the engine 33 within a range of the forward high speed region 518 to 850 [min ⁻¹ ] (see FIG. 10). Thereby, the rotational speed of the propeller 31 is controlled within the range of 217-356 [min < ^-1 >] (refer FIG. 10).

(S52-S53)
On the other hand, when the rotation speed of the propeller 31 is equal to or higher than the forward 190 [min ⁻¹ ] in step S43, the control unit 50 multiplies the actual rotation speed of the propeller 31 and the reduction ratio T2 of the second reduction gear R2. The obtained value is set as the target rotational speed Nb of the engine 33, and the electronic governor 34 is controlled to achieve the target rotational speed Nb (S52). Next, the control unit 50 issues a command to disengage the forward low speed clutch 83A (S53 (S46, S34)). Then, the control part 50 performs the process after step S48.

  A timer set at a predetermined time may be provided between steps S48 and S49 in FIG. For example, a timer set for a predetermined time is provided, and the forward high-speed clutch 83B is inserted after a predetermined time has elapsed after it is determined that the hydraulic pressure of the forward low-speed clutch 83A is less than 1.0 [MPa]. A command may be issued. The predetermined time is set to a time required until the forward low-speed clutch 83A is actually released after it is determined that the hydraulic pressure of the forward low-speed clutch 83A is less than 1.0 [MPa]. 2 [s] is set. Thus, the forward high speed clutch 83B can be inserted after the forward low speed clutch 83A is actually detached.

(S61-S63)
Hereinafter, the clutch switching control when the steering handle 15 is returned from the forward high speed region to the forward low speed region will be described with reference to the flowchart of FIG. 9 and the graph of FIG. 11. When the control handle 15 is operated from the forward high speed region to the forward low speed region, the control unit 50 determines that the control handle 15 has been moved to the forward low speed region based on signals from the forward switch 56 and the potentiometer 55 (S61). . The ship speed signal input from the steering handle 15 in step S61 is a signal for switching from the second reduction gear R2 to the first reduction gear R1, and corresponds to the second switching signal of the present invention. Next, the control unit 50 controls the electronic governor 34 to decelerate the engine 33 so that the rotation speed of the engine 33 becomes the minimum rotation speed 518 [min ⁻¹ ] in the forward high speed region (S62). The control unit 50 when performing the deceleration control in step S62 is an example of the deceleration control means of the present invention. As shown in FIG. 11, when the rotational speed of the engine 33 decreases to the minimum rotational speed 518 [min ⁻¹ ], the rotational speed of the propeller 31 becomes 217 [min ⁻¹ ]. Thereafter, the control unit 50 determines whether or not the rotational speed is less than 550 [min ⁻¹ ] at which the engine 33 can engage and disengage the forward high speed clutch 83B (S63 (S16)). In addition, the rotational speed in step S63 is 550 [min ⁻¹ ] as an example of the second rotational speed of the present invention.

(S64)
When the rotational speed of the engine 33 becomes less than 550 [min ⁻¹ ] in step S63, in the next step S64, the control unit 50 outputs a command to disengage the forward high speed clutch 83B. Specifically, the control unit 50 outputs a signal for closing the electromagnetic switching valve 68 to stop the supply of the working oil to the forward high speed clutch 83B. The engine rotational speed 550 [min ⁻¹ ] in step S63 is an example of the second rotational speed of the present invention.

(S65-S69)
Next, the controller 50 determines whether or not the hydraulic pressure of the forward high speed clutch 83B has become sufficiently low, specifically, whether or not the hydraulic pressure is less than 1.0 [MPa] (S65). Here, when the hydraulic pressure is sufficiently low, the rotational speed of the propeller 31 is less than 60 [min ⁻¹ ] backward (S66 (S12)), and the rotational speed of the propeller 31 is less than 140 [min ⁻¹ ] forward. Yes (S67 (S13)), and on the condition that the rotational speed of the engine 33 is less than 550 [min ⁻¹ ] (S68 (S16)), the controller 50 issues a command to insert the forward low speed clutch 83A. (S69 (S17)). Here, although not shown in FIG. 9, if it is determined as YES in step S67, the governor boost control in steps S14 and S15 in FIG. 5 is performed in parallel with the processing after step S68. That is, when the rotational speed of the engine 33 becomes less than 450 [min ⁻¹ ], the control unit 50 forcibly increases the rotational speed of the engine 33 to be 455 [min ⁻¹ ]. For T seconds (T = 4 s).

On the other hand, when the rotational speed of the propeller 31 is not less than 140 [min ⁻¹ ] in step S67, the control unit 50 performs the rotational speed matching control (steps S21 to S25) shown in FIG. Since the rotational speed matching control has already been described, description thereof is omitted here.

The forward speed 140 [min ⁻¹ ] in step S67 is the rotational speed of the propeller 31 corresponding to the minimum rotational speed 425 [min ⁻¹ ] of the engine 33 in the forward low speed region (see FIG. 11, corresponding to the lower limit rotational speed of the present invention). The rotation speed is 106% of 132 [min ⁻¹ ]. In other words, the forward 140 [min ⁻¹ ] is a rotational speed corresponding to the minimum rotational speed 425 [min ⁻¹ ] that the engine 33 can transmit to the propeller 31 by the first reduction gear R1, and is the third speed of the present invention. It is an example of a rotational speed.

  Note that a timer set to a predetermined time may be provided after step S65 in FIG. For example, a timer set for a predetermined time is provided, and after the predetermined time by the timer has elapsed after it is determined that the hydraulic pressure of the forward high speed clutch 83B is less than 1.0 [MPa], the determination processing after step S66 is performed. You may make it perform. The predetermined time is set to a time required until the forward high speed clutch 83B is actually released after it is determined that the hydraulic pressure of the forward high speed clutch 83B is less than 1.0 [MPa]. 2 [s] is set. Thus, the forward low speed clutch 83A can be fitted after the forward high speed clutch 83B is actually detached.

(S70-S71)
Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the forward low speed clutch 83A is sufficiently high (S70 (S18)). If the hydraulic pressure is sufficiently high, the control unit 50 controls the steering handle 15 in the forward low speed region. In response to the operation, the rotational speed of the engine 33 is controlled to increase or decrease (S71 (S19)).

  Since the engine control device 35 is configured as described above, the gear switching control by the control unit 50 is performed based on both the rotational speeds of the two engines 33 and the rotational speed of the propeller 31 in the propulsion system 11. Thus, the first reduction gear R1 of the speed reducer 41 can be switched to the second reduction gear R2 safely and quickly without reducing the rotational speed of the engine 33 more than necessary. The gear R2 can be switched to the first reduction gear R1.

  In particular, in the two-machine / two-axis propulsion system 11 as in the present embodiment, each propulsion device 10 (10A, 10B) can be performed by a single maneuvering operation without individually switching control of each propulsion device 10 (10A, 10B). 10B) Since clutch switching control is performed in each case, switching can be performed quickly.

  Hereinafter, other embodiments of the present invention will be described. As another embodiment of the present invention, when the steering handle 15 is operated from the forward high speed region to the reverse range (reverse range 0 to reverse range 10) in the propulsion system 11 described above, the gear switching performed by the control unit 50 is performed. Control can be considered. Specifically, when the steering handle 15 is operated from the forward high speed region to the reverse range, the control unit 50 first inserts the first reduction gear R1 after removing the second reduction gear R2, and then inserts the first reduction gear R1. After the first reduction gear R1 is detached, the reverse reduction gear 87 is inserted. In order to urgently stop the marine vessel in operation, an operation of moving the steering handle 15 from the forward high speed region to the reverse range and switching the clutch from the forward side to the reverse side is performed. Such an operation is called a crash astern. When a crash astern is performed, it is necessary to rapidly reduce the ship speed and switch the clutch to the reverse side. According to another embodiment of the present invention to be described below, the reverse reduction gear 87 is inserted after the first reduction gear R1 is sequentially inserted and removed after the second reduction gear R1 is released. For this reason, by utilizing the engine brake of the second reduction gear R1, the ship speed can be rapidly reduced and the clutch can be switched to the reverse side in a short time. Hereinafter, the clutch switching control when the steering handle 15 is operated from the forward high speed range to the reverse range will be described with reference to the flowchart of FIG. In addition, about the same processing procedure as the processing procedure demonstrated in the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting and showing the same step number.

When the control handle 15 is operated from the forward high speed region to the reverse range, the control unit 50 determines that the control handle 15 has been moved to the reverse range based on signals from the forward switch 56 and the potentiometer 55 and signals from the reverse switch 57. Determine (S81). The ship speed signal input from the steering handle 15 in step S81 is a signal (third switching signal) for switching from the second reduction gear R2 to the reverse reduction gear 87. Next, the control unit 50 controls the electronic governor 34 so that the rotational speed of the engine 33 becomes the idling rotational speed 425 [min ⁻¹ ] (S82 (S32)). Then, when the rotational speed of the engine 33 becomes less than the rotational speed 550 [min ⁻¹ ] at which the forward high speed clutch 83B can be engaged and disengaged (S83 (S63, S16)), the controller 50 moves forward. A command for releasing the high-speed clutch 83B is output (S84 (S64)).

Next, the control unit 50 determines whether or not the hydraulic pressure of the forward high speed clutch 83B has become sufficiently low, specifically, whether or not the hydraulic pressure is less than 1.0 [MPa] (S85 (S65)). . If the hydraulic pressure is less than 1.0 [MPa], it is determined in the next step S87 whether or not the rotational speed of the propeller 31 is less than 140 [min ⁻¹ ] forward. Here, when the rotational speed of the propeller 31 is 140 [min ⁻¹ ] or higher in step S87, the control unit 50 performs the rotational speed matching control (steps S21 to S25, see FIG. 6). Since the rotational speed matching control has already been described, description thereof is omitted here.

In step S24 of the rotational speed matching control, when the process of maintaining the rotational speed of the engine 33 at the target rotational speed Na is performed, the control unit 50 performs a process of fitting the forward low speed clutch 83A. Specifically, the control unit 50 issues a command to insert the forward low speed clutch 83A (S88 (S69, S17)). Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the forward low speed clutch 83A is sufficiently high (S89 (S70, S18)). When the hydraulic pressure is sufficiently high, the control unit 50 determines again whether the rotation speed of the propeller 31 is less than forward 140 [min ⁻¹ ] (S90). In step S90, when the controller 50 determines that the rotational speed is less than forward 140 [min ⁻¹ ], the controller 50 issues a command to disengage the forward low speed clutch 83A (S91 (S46). , S34)). Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the forward low speed clutch 83A has become sufficiently low, specifically, whether or not the hydraulic pressure is less than 1.0 [MPa] (S92 (S48)). If the hydraulic pressure is sufficiently low, the control unit 50 advances the process to the next step S93.

On the other hand, when it is determined in step S87 that the rotation speed of the propeller 31 is less than the forward 140 [min ⁻¹ ], the rotational speed matching control and the processes in steps S88 to S92 (the forward low speed clutch fitting process) are performed. Without being performed, the control unit 52 advances the processing to the next step S93.

When the process proceeds to step S < ^b > 93, the control unit 50 determines whether the rotation speed of the propeller 31 has decreased and is less than 60 [min ⁻¹ ] forward. In step S93, if it is determined by the control unit 50 that the rotational speed is less than forward 60 [min ⁻¹ ], the control unit 50 issues a command to engage the reverse clutch 83C on the condition of this determination (S94). ). Thereafter, the control unit 50 determines whether or not the hydraulic pressure of the reverse clutch 83C is sufficiently high (S95). When the hydraulic pressure of the reverse clutch 83C becomes sufficiently high, specifically, when the hydraulic pressure becomes 1.0 [MPa] or more, the control unit 50 operates the steering handle 15 in the reverse speed range. In response to this, the rotational speed of the engine 33 is controlled to increase or decrease (S96). That is, the control unit 50 controls the rotational speed of the engine 33 within the reverse speed range 425 to 765 [min ⁻¹ ]. Thereby, the rotational speed of the propeller 31 is controlled within the range of 132-257 [min < ^-1 >].

Here, although not shown in FIG. 12, if it is determined as YES in step S93, the governor boost control in steps S14 and S15 in FIG. 5 is performed in parallel with the processing after step S94. That is, when the rotational speed of the engine 33 becomes less than 450 [min ⁻¹ ], the control unit 50 forcibly increases the rotational speed of the engine 33 to be 455 [min ⁻¹ ]. For T seconds. Note that the boost-up time T for reverse travel is set longer than the boost-up time for forward travel (4 seconds), and specifically, the time T is set to 7 seconds.

  Thus, since the clutch switching control corresponding to the crash astern operation is performed, not only the engine brake by the second reduction gear R2 but also the engine brake by the first reduction gear R1 can be used. Thereby, the ship speed of a ship can be decelerated rapidly and it becomes possible to perform an emergency stop quicker and in a short time than before.

10: Propulsion device 11: Propulsion system 14: Wheelhouse 15: Steering handle 24: Speed sensor 25: Speed sensor 31: Propeller 33: Diesel engine 35: Engine control device 41: Reducers 83A, 83B, 83C: Clutch 87: Reverse Reduction gear R1: First reduction gear R2: Second reduction gear

Claims (4)

A transmission switching control device that performs switching control of the transmission gear with respect to a marine transmission that transmits the rotational force of a prime mover to a propeller through any of a plurality of transmission gears having different transmission ratios,
First detection means for detecting the rotational speed of the prime mover;
Second detection means for detecting the rotation speed of the propeller;
The rotational speed of the prime mover detected by the first detection means when a switching signal is input from a marine vessel maneuvering device in a state where the rotational force of the prime mover is transmitted to the propeller via any transmission gear. And gear switching control means for switching to another transmission gear based on the rotation speed of the propeller detected by the second detection means,
An acceleration control means for increasing the rotational speed of the prime mover when the rotational speed of the propeller is less than the first rotational speed;
The plurality of transmission gears are a first transmission gear used at low speed navigation of the ship and a second transmission gear used at high speed navigation of the ship,
The gear switching control means is configured such that when a first switching signal from the first transmission gear to the second transmission gear is input, the rotational speed of the propeller is equal to or higher than a predetermined first rotational speed. The condition is that the first speed change gear is detached and the second speed change gear is inserted, and the speed of the propeller is increased by the speed increase by the speed increase control means. A transmission switching control device for detaching the first transmission gear and inserting the second transmission gear . 2. The transmission switching control device according to claim 1 , wherein the first rotation speed is a rotation speed of the propeller corresponding to a lower limit rotation speed that the prime mover can transmit to the propeller by the second transmission gear. A transmission switching control device that performs switching control of the transmission gear with respect to a marine transmission that transmits the rotational force of a prime mover to a propeller through any of a plurality of transmission gears having different transmission ratios,
First detection means for detecting the rotational speed of the prime mover;
Second detection means for detecting the rotation speed of the propeller;
The rotational speed of the prime mover detected by the first detection means when a switching signal is input from a marine vessel maneuvering device in a state where the rotational force of the prime mover is transmitted to the propeller via any transmission gear. And gear switching control means for switching to another transmission gear based on the rotation speed of the propeller detected by the second detection means,
Deceleration control means for decelerating the rotational speed of the prime mover when the rotational speed of the prime mover is equal to or higher than the second rotational speed;
The plurality of transmission gears are a first transmission gear used at low speed navigation of the ship and a second transmission gear used at high speed navigation of the ship,
The gear switching control means indicates that when the second switching signal from the second transmission gear to the first transmission gear is input, the rotational speed of the prime mover is less than a predetermined second rotational speed. releasing the second transmission gear to condition removal, and further fitted into the first transmission gear on the condition that the rotational speed of the propeller is less than the third rotational speed that is determined in advance, the by deceleration by the deceleration control unit A transmission switching control device for detaching the second transmission gear on the condition that the rotational speed of the prime mover is less than the second rotational speed . The second rotation speed is an upper limit rotation speed of the prime mover in which the first transmission gear or the second transmission gear can be inserted or removed, and the third rotation speed is determined by the first transmission gear by the prime mover. The transmission switching control device according to claim 3 , wherein the rotation speed of the propeller corresponds to a lower limit rotation speed that can be transmitted to the propeller.

Images