JP2004169818A - Control device and control method of power transmission for ship having continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device and a control method of a power transmission having a continuously variable transmission capable of constantly performing navigation at a maximum speed by optimally and automatically controlling the gear ratio of the continuously variable transmission according to the change in resistance of a ship. <P>SOLUTION: A control device of a power transmission 10 for ships comprising an input shaft 1 input with the power from an engine, an output shaft 2 connected to a propeller shaft 36, and a continuously variable transmission 28 provided between the input shaft 1 and the output shaft 2 includes a control means 33 to control the gear ratio of the continuously variable transmission, and a mode switching means 43 to switch the ship navigation mode to a normal mode and a maximum ship speed mode at which the ship constantly navigates at a maximum speed. The control means 33 controls the gear ratio of the continuously variable transmission 28 to the value at which the maximum ship speed is obtained to the ship resistance determined by the total weight of the ship, the air volume or the like when the mode switching means 43 is switched to the maximum ship speed mode side. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device and a control method for a marine power transmission device having a continuously variable transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known a power transmission device for a ship including a transmission. For example, Patent Literature 1 and Patent Literature 2 disclose a marine power transmission device including a two-stage transmission. According to the power transmission device provided with the two-stage transmission, two requirements of acceleration and high speed can be satisfied. That is, it is sufficient to navigate at a low speed stage during low speed navigation or acceleration, and to navigate at a high speed stage during high speed navigation.
[0003]
However, a marine power transmission system equipped with a two-stage transmission has a large shock at the time of gear shifting, and a marine resistance that varies variously depending on various conditions such as the gross weight of the marine vessel and the wind direction and air volume (more specifically, (Resistance to navigation).
[0004]
Therefore, recently, a power transmission device having a continuously variable transmission has been proposed.
[0005]
For example, as described in Patent Document 3, the present applicants have proposed a power transmission device provided with a continuously variable transmission using a planetary gear mechanism.
[0006]
[Patent Document 1]
JP-A-5-105191
[Patent Document 2]
JP-A-10-291496
[Patent Document 3]
JP 2002-221260 A
[0007]
[Problems to be solved by the invention]
According to the power transmission device including the continuously variable transmission, it is possible to almost eliminate the shift shock and to cope with variously changing ship resistance.
[0008]
However, a control device and a control method for automatically controlling the speed ratio of the continuously variable speed ratio of the power transmission device have not been proposed.
[0009]
A ship often accelerates to the maximum speed after the start of navigation, and continues to sail at the maximum speed thereafter. For example, when a fishing boat goes to a fishing ground, it is preferable to keep sailing at the maximum boat speed in order to reach the fishing ground in the shortest time. However, the gear ratio at which the maximum ship speed is obtained varies depending on the ship resistance determined by the total weight of the ship, the air volume, and the like, so that the gear ratio of the continuously variable transmission must be appropriately adjusted.
[0010]
For this reason, a control device and a control method that automatically and optimally control the speed ratio of the continuously variable transmission in accordance with the ship resistance and that can always sail at the maximum boat speed at that time have been desired.
[0011]
Therefore, an object of the present invention is to solve the above-mentioned problem and to provide a control device and a control method for a power transmission device having a continuously variable transmission, wherein the gear ratio of the continuously variable transmission is optimized according to a change in resistance of a ship. It is an object of the present invention to provide a control device and a control method which enable automatic control at all times so as to always perform navigation at the maximum boat speed.
[0012]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides an input shaft to which power from an engine is input, an output shaft connected to a propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. A control means for controlling a speed ratio of the continuously variable transmission, a maximum boat speed mode for navigating the boat at a normal boat speed and a maximum boat speed at all times. And a mode switching means for switching between the maximum boat speed mode side and the ship resistance determined by the total weight and the air volume of the boat when the mode switching means is switched to the maximum boat speed mode. The speed ratio of the continuously variable transmission is controlled to a speed ratio at which the maximum boat speed can be obtained.
[0013]
Here, the apparatus further comprises detection means for detecting a rotation speed of the propeller shaft, wherein the control means changes a speed ratio of the continuously variable transmission when the mode switching means is switched to the maximum boat speed mode. While changing the speed, the rotational speed of the propeller shaft detected by the detection means is monitored, and the speed ratio of the continuously variable transmission is controlled to the speed ratio when the rotational speed of the propeller shaft is maximized. May be.
[0014]
In addition, the control unit executes monitoring of the rotation speed of the propeller shaft and speed ratio control of the continuously variable transmission at predetermined intervals while the mode switching unit is switched to the maximum boat speed mode. Is preferred.
[0015]
In addition, the continuously variable transmission meshes with a sun gear, a plurality of planet gears meshing with the sun gear, a carrier that supports these planet gears and is connected to the output shaft, and a planet gear that meshes with the input gear. A planetary gear mechanism having an internal gear into which the rotation of the shaft is input; and a rotating device that changes the rotation of the sun gear of the planetary gear mechanism to change the gear ratio. The speed may be controlled to control the speed ratio of the continuously variable transmission.
[0016]
Further, the present invention provides a marine vessel having an input shaft to which power from an engine is input, an output shaft connected to a propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. A method for controlling a power transmission device, comprising:
Control means for controlling the speed ratio of the continuously variable transmission, and mode switching means for switching the navigation mode of the vessel between a normal mode and a maximum boat speed mode that always travels at a maximum boat speed,
When the mode switching means is switched to the maximum boat speed mode, the control means controls the stepless speed change to a gear ratio at which a maximum boat speed can be obtained with respect to a boat resistance determined by the total weight of the boat, the air volume, and the like. The gear ratio of the machine is controlled.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
[0018]
First, a power transmission device according to the present embodiment will be described with reference to FIG. FIG. 1 is a skeleton diagram of the power transmission device of the present embodiment.
[0019]
The power transmission device 10 includes an input shaft 1 to which the power of the engine is input, an output shaft 2 connected to a propeller shaft (ship propulsion device), and a planet provided between the input shaft 1 and the output shaft 2. And a continuously variable transmission 28 having the gear mechanism 11.
[0020]
An engine rotation input clutch 7 is connected to the input shaft 1. The input side of the clutch 7 is constituted by the input gear 4 provided on the input shaft 1, and the drive side 9 is provided on the output side.
[0021]
The planetary gear mechanism 11 includes a sun gear 12 located at the center of the mechanism, a plurality of planetary gears 13 meshed with the outer peripheral side of the sun gear 12, a carrier 14 that rotatably supports the planetary gears 13, and An internal gear 15 meshed with the outer peripheral side of the planetary gear 13 is provided. The output shaft 2 is connected to the center of the carrier 14. The teeth 15 a are also provided on the outer peripheral portion of the internal gear 15, and the drive gear 9 on the output side of the engine rotation input clutch 7 is meshed with the teeth 15 a.
[0022]
A lock gear 17 rotatable about a fixed shaft 16 is also meshed with the outer peripheral side of the internal gear 15. The lock gear 17 is provided on the input side of the lock clutch 18, and the output side of the lock clutch 18 is fixed to a fixed system. The lock clutch 18 is for selectively fixing the internal gear 15. When the lock clutch 18 is in contact, the internal gear 15 can be fixed (locked), and when the lock clutch 18 is disconnected, the internal gear 15 is free. Can be rotated.
[0023]
The rotation of the sun gear 12 is controlled by a variable reversible motor (hydraulic motor) 19. That is, the motor drive gear 20 is attached to the motor shaft of the hydraulic motor 19, the motor drive gear 20 is engaged with the motor intermediate gear 21, and the motor intermediate gear 21 is engaged with the motor driven gear 22. The motor driven gear 22 is coaxially connected to the sun gear 12 via a connection shaft 23. Since the hydraulic motor 19 is a variable reversible type, and the rotation speed can be changed steplessly including the stop, the rotation speed and the rotation direction of the sun gear 12 can be freely controlled by controlling the hydraulic motor 19.
[0024]
The hydraulic device that drives the hydraulic motor 19 includes a hydraulic pump 24 and a hydraulic pipe 25 that connects the hydraulic pump 19 and the hydraulic motor 19 to each other and allows bidirectional oil circulation. A pump gear 27 is attached to a pump shaft 26 of the hydraulic pump 24, and the pump gear 27 meshes with the input gear 4. Thereby, the hydraulic pump 24 is driven by the input shaft 1 via the input gear 4 and the pump gear 27, and the oil can be pumped. The hydraulic pump 24 is also of a variable reversible type. Here, an axial type is adopted for both the hydraulic motor 19 and the hydraulic pump 24.
[0025]
The hydraulic motor 19, the hydraulic pump 24, the hydraulic pipe 25, and the like constitute a rotating device that controls the rotation of the sun gear 12, and the continuously variable transmission 28 includes the planetary gear mechanism 11 and the rotating device.
[0026]
In the continuously variable transmission 28, when the rotation speed of the sun gear 12 is changed by the hydraulic motor 19, the rotation speed of the output shaft 2 changes accordingly. In other words, the speed ratio can be changed steplessly by changing the rotation speed of the sun gear 12 steplessly. That is, when the state in which the sun gear 12 is stopped is set as a reference state, and when the sun gear 12 is rotated in the same direction (positive direction) as the output shaft 2 from the reference state, the output shaft rotation speed becomes higher than the reference state, and As the rotation speed of the gear 12 increases, the output shaft rotation speed also increases. That is, if the sun gear 12 is rotated in the forward direction, the gear ratio can be changed to a higher speed. Conversely, when the sun gear 12 is rotated in the opposite direction (reverse direction) to the output shaft 2, the output shaft rotation speed becomes lower than the reference state, and the output shaft rotation speed decreases as the rotation speed of the sun gear 12 increases. I do. That is, if the sun gear 12 is rotated in the reverse direction, the gear ratio can be changed to the lower speed side.
[0027]
In the present embodiment, the hydraulic motor 19 rotates the sun gear 12 only in the reverse direction in controlling the gear ratio. Therefore, in this embodiment, the speed ratio becomes the highest speed ratio when the sun gear 12 is stopped, and the speed ratio becomes the lowest speed ratio when the sun gear 12 is rotated at the maximum rotation speed in the direction opposite to the output shaft 2. .
[0028]
In the power transmission device 10 of the present embodiment, the drive system is switched from engine drive to hydraulic drive, and navigation by a hydraulic device is also possible. That is, at this time, the internal gear 15 is locked with the lock clutch 18 engaged, and the engine input is cut off by disengaging the engine rotation input clutch 7. Then, the hydraulic motor 19 is rotated, and the sun gear 12 is rotationally driven. Thereby, the planetary gear 13 and the carrier 14 rotate, and the output shaft 2 is driven. In this case, the hydraulic motor 19 can rotate the sun gear 12 in both forward and reverse directions, and can switch between forward and reverse of the boat by switching between forward and reverse rotation of the hydraulic motor 19. This driving method is mainly performed at the time of hovering and traveling at a low speed or at a low speed.
[0029]
Now, a schematic configuration of the control device of the power transmission device 10 described above will be described with reference to FIG.
[0030]
First, the power transmission device 10 includes an engine clutch solenoid valve 30 for connecting and disconnecting the engine rotation input clutch 7 (see FIG. 1) and a lock clutch solenoid valve 31 for connecting and disconnecting the lock clutch 18 (see FIG. 1). And a hydraulic pump electromagnetic valve 32 for adjusting the amount and direction of oil pressure to be transmitted to the hydraulic motor 19 by the hydraulic pump 24. These electromagnetic valves 30, 31, and 32 are provided with a controller (control means) 33. Is controlled by
[0031]
The input shaft 1 is provided with an engine rotation sensor 35 for detecting the rotation speed of the engine, and the propeller shaft 36 connected to the output shaft 2 is provided with a propeller rotation sensor 37 (detection means) for detecting the rotation speed of the propeller. Can be The detection values of these sensors 35 and 37 are input to the controller 33.
[0032]
In this embodiment, the engine (not shown) includes a fuel control lever 38 of the fuel injection pump and a stepping motor 39 for operating the same. This can be replaced by an electronic governor. The stepping motor 39 is controlled by the controller 33. The present invention is not limited to the type of engine, and can be applied to other types of engines such as a gasoline engine.
[0033]
In the cockpit of the ship, an engine control lever 40 (hereinafter, referred to as ECL (Engine Control Level)) for the operator to manually adjust the engine rotation speed, and a gear ratio of the continuously variable transmission 28 of the power transmission device 10 are controlled. A transmission control lever 41 (hereinafter referred to as HMTCL (Hydraulic Mechanical Transmission Level)) for manual adjustment by a user and a hovering lever 42 for manually adjusting the speed and switching between forward and backward during hovering are provided. Can be
[0034]
Each of the levers 40, 41, 42 is provided with a detecting means (a rotary encoder in this case) 40a, 41a, 42a for detecting the lever position, and the detected value of each encoder 40a, 41a, 42a is inputted to the controller 33. Is done.
[0035]
The HMTCL 41 and the hovering lever 42 have a neutral position (neutral), a forward position and a reverse position as lever positions. In the forward position and the reverse position, the speed ratio of the continuously variable transmission 11 can be continuously adjusted between the minimum speed ratio and the maximum speed ratio.
[0036]
The controller 33 outputs a signal to the stepping motor 39 in accordance with the position of the ECL 40 detected by the encoder 40a and the rotation speed of the engine detected by the engine rotation sensor 35, controls the engine rotation speed, and detects by the encoder 41a. A signal is output to the solenoid valve 32 for the hydraulic pump in accordance with the position of the HMTCL 41 thus controlled to control the speed ratio of the continuously variable transmission 28, and the engine clutch is controlled in accordance with the position of the hovering lever 42 detected by the encoder 42a. Signals are output to the solenoid valve 30, the lock clutch solenoid valve 31 and the hydraulic pump solenoid valve 32 to control navigation during hovering. When the positions of the HMTCL 41 detected by the encoder 41a and the hovering lever 42 detected by the encoder 42a are the neutral positions, the controller 33 outputs a signal to the engine clutch solenoid valve 30 to output the engine rotation input clutch 7 And cut off the engine input.
[0037]
The cockpit of the vessel further includes a mode changeover switch (mode switching means) 43 for switching the operation mode of the vessel between a normal mode and a maximum vessel speed mode described later, and a hovering operation mode for the vessel. A hovering switch 44 for switching between the modes is provided, and the state (ON / OFF) of these switches 43 and 44 is input to the controller 33.
[0038]
Next, basic control of the power transmission device 10 by the controller 33 will be described.
[0039]
1. Control when starting the engine
FIG. 3 shows a flowchart when the engine is started.
[0040]
First, when a two-stage engine start key (not shown) is turned on by one stage, it is determined in step S1 whether the operation mode selected by the mode switch 43 is the manual mode. If it is the maximum boat speed mode, alarm means such as a lamp and a buzzer (not shown) are turned on to notify the operator (step S2). When the operation mode is switched to the manual mode, the warning means is turned off (step S3).
[0041]
If the operation mode is the manual mode, it is determined in step S4 whether the lever position of the HMTCL 41 detected by the encoder 41a is the neutral position (neutral). If the lever position of the HMTCL 41 is other than the neutral position, the warning means is turned on to notify the operator (step S2). If the HMTCL 41 is switched to the neutral position, the warning means is turned off (step S5).
[0042]
If the lever position of the HMTCL 41 is the neutral position, it is determined in a step S6 whether the lock clutch 18 is in a disconnected state. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch solenoid valve 31 to disconnect the lock clutch 18 (step S7).
[0043]
If the lock clutch 18 is in the disengaged state, it is determined in step S8 whether the hydraulic pump 24 is not supplying oil to the hydraulic motor 19, that is, whether the hydraulic motor 19 is stopped. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping by the hydraulic pump 24 and stop the hydraulic motor 19 (step S9).
[0044]
If the hydraulic motor 19 is stopped, it is determined in step S10 whether the lever position of the ECL 40 detected by the encoder 40a is equal to or less than a first set value (here, 50% of the maximum value). If the lever position of the ECL 40 is larger than 50%, the warning means is turned on to notify the operator (step S2). If the ECL 40 is switched to 50% or less, the alarm means is turned off (step S11).
[0045]
When all of the above steps are satisfied, the engine start key can be turned on in two steps, and the engine is started when the operator turns on the key in two steps (step S12) (step S13).
[0046]
2. Control when the ship moves forward
FIG. 4 shows a flow chart when the ship is moving forward.
[0047]
Now, it is assumed that the HMTCL 41 has been manually operated forward from the state where the engine has already been started (step S101) and the lever position of the HMTCL 41 is in the neutral position (step 102). First, in step S103, it is determined whether the operation mode selected by the hovering switch 44 is the normal mode. If the operation mode is the hovering mode, the process proceeds to a hovering mode flowchart described later.
[0048]
If the operation mode is the normal mode, it is determined in step S104 whether the lever position of the HMTCL 41 is the forward position. When the lever position is the reverse position, the process proceeds to a reverse flow chart described later.
[0049]
If the lever position of the HMTCL 41 is the forward position, it is determined in step S105 whether the operation mode selected by the mode switch 43 is the manual mode. When the operation mode is the maximum boat speed mode, the control in the maximum boat speed mode described later is executed.
[0050]
If the operation mode is the manual mode, it is determined in step S106 whether the lever position of the ECL 40 is in an engine idle region equal to or less than a predetermined second set value. If the lever position of the ECL 40 is out of the idle range, the warning means is turned on to notify the operator (step S107). If the ECL 40 is switched to the idle region, the alarm is turned off (step S108).
[0051]
If the lever position of the ECL 40 is in the idle range, it is determined in a step S109 whether the lock clutch 18 is in the disconnected state. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch solenoid valve 31 to disconnect the lock clutch 18 (step S110).
[0052]
If the lock clutch 18 is in the disconnected state, it is determined in step S111 whether the hydraulic pump 24 is not supplying oil to the hydraulic motor 19, that is, whether or not the hydraulic motor 19 is stopped. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping of the hydraulic pump 24 and stop the hydraulic motor 19 (step S112).
[0053]
If the hydraulic motor 19 is in the stopped state, a signal is output to the engine clutch solenoid valve 30 to connect the engine rotation input clutch 7 in step S113. As a result, the engine driving force is transmitted to the output shaft 2.
[0054]
Then, in step S115, the lever position (forward range) of the HMTCL 41 is read, and in step S116, the electromagnetic pressure for the hydraulic pump required to control the gear ratio according to the current lever position of the HMTCL 41 from the data input to the controller 33 in advance. The output signal to the valve 32 is read, and the output signal is output to the hydraulic pump electromagnetic valve 32 in step S114. As a result, the rotation (forward rotation) of the hydraulic motor 19 and the sun gear 12 is controlled, and the speed ratio of the continuously variable transmission 28 is controlled to a speed ratio corresponding to the lever position of the HMTCL 41.
[0055]
If it is determined in step S115 that the lever position of the HMTCL 41 has been switched to the neutral position, it is determined whether the engine rotation speed detected by the engine rotation sensor 35 in step S117 is equal to or lower than a set value (here, 1000 rpm). I do.
[0056]
If the engine rotation speed is higher than 1000 rpm, the HMTCL 41 is fixed (locked) at the neutral position (step S118). If the engine rotation speed is equal to or lower than the set value, the lock of the HMTCL 41 is released (step S119), and it is determined in step S120 whether the hydraulic motor 19 is stopped. When the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping of the hydraulic pump 24 to stop the hydraulic motor 19 (step S121). If the hydraulic motor 19 is stopped, a signal is output to the engine clutch solenoid valve 30 in step S122 to disconnect the engine rotation input clutch 7 and disconnect the engine input.
[0057]
3. Control during ship reversal
FIG. 5 shows a flowchart when the ship moves backward.
[0058]
Now, suppose that the HMTCL 41 has been manually operated to the reverse side from the state where the engine has already been started (step S201) and the lever position of the HMTCL 41 is in the neutral position (step S202) (step S203). First, in step S204, it is determined whether the lever position of the ECL 40 is in the idle region. If the lever position of the ECL 40 is out of the idle range, the warning means is turned on to notify the operator (step S205). If the ECL 40 is switched to the idle region, the warning means is turned off (step S206).
[0059]
If the lever position of the ECL 40 is in the idle range, it is determined in a step S207 whether the engine rotation input clutch 7 is in a disconnected state. When the engine rotation input clutch 7 is in the contact state, a signal is output to the engine clutch solenoid valve 30 to disconnect the engine rotation input clutch 7 and disconnect the engine input (step S208).
[0060]
If the engine rotation input clutch 7 is in the disconnected state, it is determined in step S209 whether the lock clutch 18 is in the engaged state. If the lock clutch 18 is in the disengaged state, a signal is output to the lock clutch solenoid valve 31 to make the lock clutch 18 contact (step S210). Thus, the ship can be navigated by the hydraulic device.
[0061]
If the lock clutch 18 is in the contact state, it is determined in step S211 whether the hydraulic pump 24 is not supplying oil to the hydraulic motor 19, that is, whether the hydraulic motor 19 is stopped. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the pumping by the hydraulic pump 24 and stop the hydraulic motor 19 (step S212).
[0062]
Then, in step S214, the lever position (reverse range) of the HMTCL 41 is read, and in step S215, the electromagnetic pressure for the hydraulic pump necessary for controlling the gear ratio according to the current lever position of the HMTCL 41 from the data input to the controller 33 in advance. The output signal to the valve 32 is read, and the output signal is output to the hydraulic pump electromagnetic valve 32 in step S213. Thus, the rotation (reverse rotation) of the hydraulic motor 19 and the sun gear 12 is controlled, and the speed ratio of the continuously variable transmission 28 is controlled to a speed ratio corresponding to the lever position of the HMTCL 41.
[0063]
If it is determined in step S214 that the lever position of the HMTCL 41 has been switched to the neutral position, it is determined in step S216 whether the hydraulic motor 19 is stopped. If the hydraulic motor 19 is rotating, a signal is output to the hydraulic pump solenoid valve 32 to stop the hydraulic motor 19 (step S217). If the hydraulic motor 19 is in the stopped state, it is determined in step S218 whether the lock clutch 18 is in the disconnected state. If the lock clutch 18 is in the engaged state, a signal is output to the lock clutch solenoid valve 31 to disconnect the lock clutch 18 (step S219).
[0064]
4. Control during hovering
FIG. 6 shows a flowchart at the time of hovering.
[0065]
When the operation mode is switched to the hovering mode by the hovering switch 44, first, in step S301, it is determined whether the lever position of the hovering lever 42 is at the neutral position (neutral). If the lever position of the hovering lever 42 is other than the neutral position, the warning means is turned on to notify the operator (step S302). If the hovering lever 42 is switched to the neutral position, the warning means is turned off (step S303).
[0066]
If the lever position of the hovering lever 42 is at the neutral position, a signal is output to the lock clutch solenoid valve 31 to engage the lock clutch 18 in step S304. Thus, the ship can be navigated by the hydraulic device.
[0067]
Then, in step S306, the lever position of the hovering lever 42 is read, and in step S307, the hydraulic pump necessary for controlling the gear ratio according to the current lever position of the hovering lever 42 from data previously input to the controller 33. The output signal to the electromagnetic valve 32 for use is read, and the output signal is output to the electromagnetic valve 32 for hydraulic pumps in step S305. As a result, the rotation of the hydraulic motor 19 is controlled, and the switching between the boat speed and the forward / reverse movement is controlled.
[0068]
If it is determined in step S308 that the operation mode has been switched to the normal mode, the hydraulic motor 19 is stopped in step S309, the lock clutch 18 is disengaged in step S310, and the process proceeds to the above-described flow chart at the time of forward movement.
[0069]
The gist of the present invention is the maximum boat speed mode in which the speed ratio of the continuously variable transmission 28 is automatically and optimally controlled according to the change in the boat resistance and the boat always travels at the maximum boat speed. Will be described.
[0070]
First, the relationship between the ship resistance and the maximum ship speed will be described with reference to FIG. In the figure, lines A, B, and C show the output characteristics of the propeller shaft when the lever position of the ECL 40 is at the maximum position, and the line A is the maximum speed ratio of the continuously variable transmission 28. In this case, line C indicates the case where the lowest speed ratio is set, and line B indicates the case where a certain point between the highest speed ratio and the lowest speed ratio is set. Lines D and E show examples of ship resistance (more specifically, ship resistance to navigation), line D shows an empty load, and line E shows a load of a predetermined weight. I have.
[0071]
As can be seen from the figure, the propeller output at the same propeller rotation speed decreases as the speed increases, and the propeller rotation speed (ship speed) at the same propeller output increases as the speed increases. When the speed ratio of the continuously variable transmission 28 changes from the lowest speed ratio to the highest speed ratio, the maximum output point of the propeller changes as indicated by the line F in the figure. The ship resistance increases as the propeller rotation speed increases, and increases as the ship's weight increases.
[0072]
When the propeller output (line A, B, C) is larger than the ship resistance (line D or line E), the point at which the ship speed increases with an increase in the propeller rotation speed and the propeller output and the ship resistance become equal. (The intersection of the propeller output diagram and the ship resistance diagram) results in zero acceleration. When the propeller rotation speed further increases, the ship speed decreases because the ship resistance becomes larger than the propeller output. Therefore, the boat speed becomes maximum at the point where the propeller output and the boat resistance become equal. If the speed ratio of the continuously variable transmission 28 is different, the propeller output characteristic changes, and the maximum value of the boat speed naturally depends on the speed ratio.
[0073]
In the example of the ship empty state in FIG. 7, the maximum value of the ship speed when the speed ratio is the highest speed ratio is the largest. That is, at the highest speed ratio, the boat speed becomes maximum at the maximum output point A1 of the propeller, and the propeller rotation speed at that time is about 1150 rpm. As the gear ratio moves to the lower speed side, the maximum ship speed decreases. For example, when the speed ratio of the line B, which is one point between the highest speed ratio and the lowest speed ratio, is set, the maximum value of the boat speed is about 1090 rpm in terms of the propeller rotation speed (point B1). Further, the maximum value of the boat speed at the lowest speed ratio is about 990 rpm in terms of the propeller rotation speed (point C1). Therefore, the maximum ship speed at the highest speed ratio is the maximum ship speed when the ship is empty. As described above, it is general that the propellers are matched so that the maximum ship speed can be obtained when the speed ratio of the continuously variable transmission 28 is set to the maximum speed ratio in the state where the ship is unloaded.
[0074]
However, when a load is loaded on the ship or the ship resistance changes due to a change in air volume, the maximum ship speed cannot be obtained if the speed ratio of the continuously variable transmission 28 is kept at the highest speed ratio.
[0075]
For example, when a ship is loaded and the total weight increases, such as when a fishing boat returns from a fishing ground, the resistance of the ship changes from line D to line E. As a result, the maximum value of the boat speed at the highest speed ratio is about 1040 rpm (point A2) in terms of the propeller rotation speed. At this time, the boat speed maximum value of the speed ratio of the line B is about 1070 rpm (point B2) in terms of the propeller rotation speed, and thus is larger than that at the maximum speed ratio.
[0076]
As described above, when the boat resistance changes, the gear ratio at which the maximum boat speed can be obtained also changes. More specifically, as the boat resistance increases, the gear ratio at which the maximum boat speed is obtained changes to a lower speed side. Normally, a gear ratio having an output characteristic that intersects the ship resistance diagram at the propeller maximum output point is a gear ratio at which the maximum ship speed at the ship resistance at that time is obtained.
[0077]
In the maximum boat speed mode of the present embodiment, the speed ratio of the continuously variable transmission 28 is automatically controlled optimally (that is, to the speed ratio at which the maximum boat speed can be obtained) according to the change in the boat resistance.
[0078]
Specifically, when the operation mode is switched to the maximum boat speed mode by the mode switch (mode switching means) 43, the controller (control means) 33 outputs a signal to the solenoid valve 32 for the hydraulic pump to continuously change the speed. The gear ratio of the machine 28 is varied over the entire range between the lowest speed ratio and the highest speed ratio. Further, the controller (control means) 33 monitors the rotation speed of the propeller shaft 36 detected by the propeller rotation sensor 37 (detection means) while changing the speed ratio of the continuously variable transmission 28. Then, the speed ratio of the continuously variable transmission 28 is controlled to the speed ratio at which the rotation speed of the propeller shaft 36 becomes the maximum value. As a result, the gear ratio can be controlled to obtain the maximum boat speed at the boat resistance at that time.
[0079]
An example of a control method in the maximum boat speed mode will be described with reference to FIG.
[0080]
When the mode changeover switch (mode changeover means) 43 is switched to the maximum boat speed mode in step S401, first, the controller 33 outputs a signal to the hydraulic pump solenoid valve 32 to set the gear ratio of the continuously variable transmission 28 to the maximum. The high speed ratio is set (step S402). Next, the controller 33 outputs a signal to the hydraulic pump electromagnetic valve 32 to change the speed ratio of the continuously variable transmission 28 to the minimum speed ratio in a predetermined period (step S403). The change of the gear ratio may be performed continuously or stepwise.
[0081]
While changing the speed ratio of the continuously variable transmission 28 from the highest speed ratio to the lowest speed ratio over the entire range, the controller 33 monitors the rotation speed of the propeller shaft 36 input from the propeller rotation sensor 37 (step S404). ).
[0082]
Then, in step S405, the speed ratio at which the rotation speed of the propeller shaft 36 is maximized is calculated based on the monitoring result in step S404, and a signal is output to the hydraulic pump solenoid valve 32 in step S406, so that the continuously variable transmission The speed ratio of 28 is controlled to a speed ratio capable of obtaining the maximum propeller rotation speed calculated in step S405. As a result, it is possible to sail at the maximum propeller rotation speed with respect to the ship resistance at that time. That is, it is possible to sail at the maximum boat speed.
[0083]
In addition, since the ship resistance changes depending on various conditions such as the air volume, the wind direction, and the wave condition as well as the ship weight, while the mode changeover switch 43 is switched to the maximum ship speed mode, S402 to S406 are performed. It is preferable to repeat the above steps periodically. In that case, a timer or the like that is automatically turned on after a predetermined period (for example, 5 minutes) has elapsed may be provided.
[0084]
The maximum boat speed mode is not limited to the case where the lever position of the ECL 40 is at the maximum position, and the lever position of the ECL 40 may be any position. Then, control is performed so as to obtain the maximum boat speed according to the lever position of the ECL 40 at that time.
[0085]
Next, FIG. 9 shows an example of the monitoring result of the rotation speed of the propeller shaft 36.
[0086]
In the illustrated example, the speed ratio from the lowest speed ratio to the highest speed ratio is divided into eight speed ratios, and the speed ratio is gradually changed at intervals of about 1 sec.
[0087]
As can be seen from the figure, the rotation speed (ship speed) of the propeller shaft 36 also changes with a change in the speed ratio of the continuously variable transmission 28. In the illustrated example, when the speed ratio of the continuously variable transmission 28 becomes G, the rotation speed of the propeller shaft 36 is at the maximum. Therefore, the controller 33 outputs a signal to the hydraulic pump solenoid valve 32 to control the continuously variable transmission 28 so that the speed ratio thereof becomes G.
[0088]
In the above embodiment, the speed ratio of the continuously variable transmission 28 is described as being changed from the highest speed ratio to the lowest speed ratio. However, the present invention is not limited in this respect, and the speed ratio is changed from the lowest speed ratio to the highest speed ratio. It may be changed. In short, it is only necessary that the speed ratio of the continuously variable transmission 28 can be changed over the entire range.
[0089]
Further, the method of determining the gear ratio at which the maximum propeller rotation speed is obtained is not limited to the above embodiment. For example, the speed ratio of the continuously variable transmission 28 may be controlled and determined while feeding back the rotation speed of the propeller shaft 36 detected by the propeller rotation sensor 37 (detection means). Then, it is not necessary to change the speed ratio of the continuously variable transmission 28 over the entire range, and the speed ratio can be determined in a short period of time.
[0090]
Further, the power transmission device 10 is shown as an example, and the present invention can be applied to a power transmission device having another structure.
[0091]
For example, in the power transmission device 10 of the above embodiment, the speed ratio becomes the highest speed ratio when the sun gear 12 is stopped, and when the sun gear 12 is rotated in the reverse rotation with respect to the output shaft 2 at the maximum speed. Is the lowest speed ratio, but when the sun gear 12 is rotated at the maximum rotation speed in the same direction as the output shaft, the maximum speed ratio is reached, and the sun gear 12 is stopped or the maximum rotation is performed in the opposite direction to the output shaft 2. The speed ratio may be the lowest speed ratio when rotated at a speed.
[0092]
Further, as shown in FIG. 1 of Patent Document 3, a counter shaft that meshes with the input shaft 1 and the internal gear 15 may be provided to enable reverse driving by engine driving.
[0093]
Further, the continuously variable transmission of the power transmission device is not limited to the one having a planetary gear mechanism, but can be applied to one having another type of continuously variable transmission such as one having a pulley and a V-belt.
[0094]
【The invention's effect】
In short, according to the present invention, the gear ratio of the continuously variable transmission can be optimally and automatically controlled in accordance with the resistance change of the ship, and an excellent effect that it is possible to always sail at the maximum ship speed is exhibited. It is.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a power transmission device according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of a control device of the power transmission device according to one embodiment of the present invention.
FIG. 3 is a control flowchart when starting the engine.
FIG. 4 is a control flowchart when the ship is moving forward.
FIG. 5 is a control flowchart when the ship is moving backward.
FIG. 6 is a control flowchart at the time of hovering.
FIG. 7 is a graph showing propeller output characteristics and ship resistance.
FIG. 8 is a control flowchart in the maximum boat speed mode.
FIG. 9 is an example of a monitoring result of a rotation speed of a propeller shaft.
[Explanation of symbols]
1 input shaft
2 Output shaft
10 Power transmission device
11 planetary gear mechanism
12 Sun gear
13 Planetary gear
14 Career
15 Internal gear
19 Hydraulic motor
24 Hydraulic pump
28 continuously variable transmission
33 control means (controller)
36 propeller shaft
37 Detecting means (propeller rotation sensor)
43 Mode switching means

Claims (5)

Control of a marine power transmission device including an input shaft to which power from an engine is input, an output shaft connected to a propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. A device,
Control means for controlling the speed ratio of the continuously variable transmission, and mode switching means for switching the navigation mode of the vessel between a normal mode and a maximum boat speed mode that always travels at a maximum boat speed,
When the mode switching means is switched to the maximum boat speed mode, the control means controls the stepless speed change to a gear ratio at which a maximum boat speed can be obtained with respect to a boat resistance determined by the total weight of the boat, the air volume, and the like. A control device for a power transmission device for a marine vessel, which controls a speed ratio of the engine. Further comprising a detecting means for detecting the rotation speed of the propeller shaft,
The control means changes the speed ratio of the continuously variable transmission when the mode switching means is switched to the maximum boat speed mode side, and changes the rotation speed of the propeller shaft detected by the detection means during that time. 2. The control device for a marine power transmission device according to claim 1, wherein monitoring is performed to control a speed ratio of the continuously variable transmission to a speed ratio when the rotation speed of the propeller shaft is maximized. The control means executes monitoring of the rotation speed of the propeller shaft and speed ratio control of the continuously variable transmission at predetermined time intervals while the mode switching means is switched to the maximum boat speed mode. 3. The control device for a marine power transmission device according to 2. The continuously variable transmission includes a sun gear, a plurality of planetary gears that mesh with the sun gear, a carrier that supports the planetary gears and is connected to the output shaft, and that meshes with the planetary gears and the input shaft. A planetary gear mechanism having an internal gear into which the rotation of the planetary gear mechanism is input, and a rotating device that changes the speed ratio by changing the rotation of the sun gear of the planetary gear mechanism,
4. The control device for a marine power transmission device according to claim 1, wherein the control unit controls the rotation of the rotation device to control a speed ratio of the continuously variable transmission. 5. Control of a marine power transmission device including an input shaft to which power from an engine is input, an output shaft connected to a propeller shaft, and a continuously variable transmission provided between the input shaft and the output shaft. The method
Control means for controlling the speed ratio of the continuously variable transmission, and mode switching means for switching the navigation mode of the vessel between a normal mode and a maximum boat speed mode that always travels at a maximum boat speed,
When the mode switching means is switched to the maximum boat speed mode, the control means controls the stepless speed change to a gear ratio at which a maximum boat speed can be obtained with respect to a boat resistance determined by the total weight of the boat, the air volume, and the like. A method for controlling a marine power transmission device, comprising: controlling a gear ratio of an aircraft.

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