JP2016165928A - Reduction reverse gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a damage on a neutral brake which is caused by high-speed idling of a propeller during, for example, coasting navigation, towing for net winding up, and the like.SOLUTION: There are provided a forward backward switching mechanism for switching a rotational power of a main engine mounted on a ship into an output of forward, neutral or backward, an output shaft which transmits an output from the forward backward switching mechanism to a propeller, and a neutral brake for braking the output shaft at the neutral of the forward backward switching mechanism. There are further provided a neutral switch 51 for detecting a neutral state of the forward backward switching mechanism, a rotational speed detection sensor 52 for detecting rotational speed of the output shaft, and a controller which switches the neutral brake between a braking state and a release state based on the detection information of the neutral switch 51 and the rotational speed detection sensor 52.SELECTED DRAWING: Figure 7

Description

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

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

JP-A-6-34044

  By the way, in this kind of ship, for example, when towing or towing for winding up a net, the propeller is rotated (swing) by the surrounding water flow. Here, since the brake capacity of the neutral brake is generally set corresponding to the torque that suppresses the rotation of the propeller caused by the hydraulic oil, it is assumed that the output shaft is braked by the neutral brake when the propeller is idle. However, there is a problem that the neutral brake cannot sufficiently suppress the propulsion force of the propeller, and the neutral brake is easily damaged by an excessive load.

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

  The invention according to claim 1 is a forward / reverse switching mechanism that switches the rotational power of a main engine mounted on a ship to forward, neutral or reverse output, an output shaft that transmits an output from the forward / reverse switching mechanism to a propeller, In a speed reduction reverser equipped with a neutral brake that brakes the output shaft when the forward / reverse switching mechanism is neutral, a neutral switch that detects a neutral state of the forward / reverse switching mechanism, and a rotational speed detection that detects the rotational speed of the output shaft The sensor further includes a controller that switches the neutral brake between a braking state and a release state based on detection information of the neutral switch and the rotational speed detection sensor.

  According to a second aspect of the present invention, there is provided the speed reduction reverse rotation machine according to the first aspect, wherein the controller is configured to perform the neutral brake when the forward / reverse switching mechanism is in a neutral state and the rotational speed of the output shaft is lower than a lower limit rotational speed. Is set to a braking state, the neutral brake is released when the forward / reverse switching mechanism is in a neutral state and the rotational speed of the output shaft exceeds the lower limit rotational speed, and the forward / backward switching mechanism is in a state other than neutral. In some cases, the neutral brake is released.

  According to the present invention, a forward / reverse switching mechanism for switching the rotational power of a main engine mounted on a ship to a forward, neutral or reverse output, an output shaft for transmitting an output from the forward / reverse switching mechanism to a propeller, and the forward / backward travel In a speed reduction reverser equipped with a neutral brake that brakes the output shaft when the switching mechanism is neutral, a neutral switch that detects a neutral state of the forward / reverse switching mechanism, and a rotational speed detection sensor that detects the rotational speed of the output shaft; And a controller that switches the neutral brake between a braking state and a release state based on detection information of the neutral switch and the rotational speed detection sensor. Even if idle, the neutral brake can be released and an excessive load is not applied to the neutral brake. It is possible to reliably prevent the neutral brake from being damaged at the time of coasting or towing a net winding.

It is a schematic side view of the pleasure boat provided with the deceleration reverse rotation machine. It is a perspective view of a reduction reverse rotation machine. It is a rear view of a deceleration reverse rotation machine. It is a left view of a deceleration reverse rotation machine. It is a right view of a reduction reverse rotation machine. It is explanatory drawing of the hydraulic circuit of a deceleration reverse rotation machine. It is a functional block diagram of a controller. It is a flowchart of neutral brake control. It is a functional block diagram of the controller of a 2nd embodiment. It is a flowchart of neutral brake control. It is a functional block diagram of a controller of a 3rd embodiment. It is a flowchart of neutral brake control. It is a functional block diagram of the controller of a 4th embodiment. It is a flowchart of neutral brake control. It is explanatory drawing of the hydraulic circuit of the deceleration reverse rotation machine in 5th Embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings (FIGS. 1 to 8). As shown in FIG. 1, a pleasure boat 1 that is a ship includes a hull 2, a cabin 3 disposed on the center of the upper surface of the hull, a rudder 4 provided on the bottom tail side of the hull 2, and a bottom tail side of the hull 2. And a propeller 5 disposed in front of the rudder 4. The cabin 3 is a control section. In the cabin 3, a steering handle (not shown) for changing the traveling direction of the hull 2 to the left and right, a forward / reverse lever 26 (see FIG. 6) for switching the traveling direction of the hull 2 between forward and reverse, and trolling There is provided a trolling lever (not shown) that adjusts the device 24 to navigate the hull 2 at a slow speed. A propulsion shaft 6 for rotating the propeller 5 is pivotally supported on the rear bottom side of the hull 2. A propeller 5 is attached to the protruding end side of the propulsion shaft 6. In the hull 2, an engine 7 as a main engine that is a drive source of the propeller 5, and a speed reduction reverser 8 that transmits the rotational power of the engine 7 to the propeller 5 via the propulsion shaft 6 are provided. The propeller 5 is rotated by the rotational power transmitted from the engine 7 to the propulsion shaft 6 via the speed reduction reverser 8.

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

  The forward first speed clutch 14, the forward second speed clutch 15 and the reverse clutch 16 are wet multi-plate hydraulic friction clutches. By bringing the friction plates of the clutches 14 to 16 into pressure contact with the operating oil pressure, the input shaft 11 and the output shaft 13 are connected so as to be able to transmit power. That is, the forward first speed clutch 14 or the forward second speed clutch 15 is connected and the reverse clutch 16 is disconnected, so that the rotational power of the input shaft 11 is transmitted to the output shaft 13 as an output in the forward (forward) direction. Become. By disengaging the forward first speed clutch 14 and the forward second speed clutch 15 and connecting the reverse clutch 16, the reverse drive state is established in which the rotational power of the input shaft 11 is transmitted to the output shaft 13 as an output in the reverse (reverse) direction. Then, all of the forward first speed clutch 14, the forward second speed clutch 15, and the reverse clutch 16 are disconnected, thereby achieving a neutral state in which power is not transmitted to the output shaft 13. If the pressure of the friction plates of the clutches 14 to 16 is increased or decreased by the operating hydraulic pressure to cause slip engagement (half-clutch engagement), a part of the rotational power of the input shaft 11 is transmitted to the output shaft 13 and the output shaft 13 As a result, the propeller 5 provided on the propulsion shaft 6 enters a state of low speed running at a low speed.

  Next, the structure of the hydraulic circuit 20 of the speed reduction reverser 8 will be described with reference to FIG. 6 in addition to the previous drawings. The hydraulic circuit 20 of the speed reduction reverser 8 includes a hydraulic oil pump 21 that is driven by the rotational power of the engine 7. The hydraulic oil pump 21 supplies hydraulic oil to the forward clutch 14 and the reverse clutch 16. The hydraulic oil pump 21 is attached to an oil passage block 18 provided on the back side of the housing 9. That is, the hydraulic oil pump 21 is attached to the back side of the housing 9 via the oil passage block 18. The suction side of the hydraulic oil pump 21 is connected to the hydraulic oil tank 22 via the hydraulic oil strainer 23. The discharge side of the hydraulic oil pump 21 is connected to the forward / reverse switching mechanism 17 via a trolling device 24 and a forward / reverse switching valve 25.

  The trolling device 24 adjusts the hydraulic pressure for the forward / reverse switching mechanism 17 (the clutches 14 to 16). That is, the trolling device 24 restricts the hydraulic pressure applied to the forward first speed clutch 14, the forward second speed clutch 15 or the reverse clutch 16 so as to keep the engine 7 rotation speed constant in the low speed range, and the forward first speed clutch. 14. The forward two-speed clutch 15 or the reverse clutch 16 is slip-engaged.

  When the trolling lever is operated, the hydraulic pressure (low pressure hydraulic pressure) reduced by the trolling device 24 is introduced to the forward first speed clutch 14, the forward second speed clutch 15 or the reverse clutch 16 via the forward / reverse switching valve 25, The slip engagement is performed according to the hydraulic pressure after the pressure reduction, and the output shaft 13, the propulsion shaft 6 and the propeller 5 are rotated at a low speed, and the ship 1 travels at a low speed. When the trolling lever is not operated, the operating oil pressure that remains high but passes through the trolling device 24 is introduced into the forward first-speed clutch 14, the forward second-speed clutch 15 or the reverse clutch 16 via the forward / reverse switching valve 25, Since the speed clutch 14, the forward second speed clutch 15 or the reverse clutch 16 are completely engaged, the output shaft 13, the propulsion shaft 6, and thus the propeller 5 are rotated at a high speed in conjunction with the rotation of the engine 7. Sail.

  The forward / reverse switching valve 25 controls the switching operation of the forward / reverse switching mechanism 17. That is, the forward / reverse switching valve 25 is operated by switching the forward / reverse lever 26 to move forward to supply the hydraulic oil to the forward first-speed clutch 14 or forward-secondary clutch 15 and to the reverse position to supply hydraulic oil to the reverse clutch 16. And a neutral position where supply of hydraulic oil to all of the clutches 14 to 16 is stopped can be switched to three positions.

  Between the forward / reverse switching valve 25 and the forward first-speed clutch 14, a forward first-speed electromagnetic valve 27 for turning on and off the forward first-speed clutch 14 is provided. Further, between the forward / reverse switching valve 25 and the forward second speed clutch 15, a forward second speed electromagnetic valve 28 for turning on and off the forward second speed clutch 15 is provided. In a state where the forward / reverse lever 26 is switched and the forward / reverse switching valve 25 is switched to the forward position, the switching operation of the electromagnetic valves 27 and 28 causes either the forward first speed clutch 14 or the forward second speed clutch 15 to switch. A hydraulic oil is selectively supplied. The combination of both electromagnetic valves 27 and 28 constitutes a forward shift switching valve 29 for switching the forward output of the forward / reverse switching mechanism 17 between forward first speed and forward second speed.

  A neutral brake 31 is connected to the discharge side of the forward / reverse switching valve 25 via a brake switching valve 30. The neutral brake 31 brakes the output shaft 13 when the forward / reverse switching mechanism 17 is neutral. The brake switching valve 30 controls the operation of the neutral brake 31 by supplying and discharging hydraulic oil. The neutral brake 31 is provided on the brake shaft 34 of the brake gear 33 that always meshes with the output gear 32 fixed to the output shaft 13. The braking operation of the neutral brake 31 prevents the rotation of the brake shaft 34 and the rotation of the output gear 32 via the brake gear 33.

  When the forward / reverse switching valve 25 is switched to the neutral position by the switching operation of the forward / reverse lever 26, the brake switching valve 30 is opened, and hydraulic oil is supplied from the forward / reverse switching valve 25 to the neutral brake 31 via the brake switching valve 30. Thus, the neutral brake 31 is braked. As a result, the output shaft 13, the propulsion shaft 6, and thus the propeller 5 are braked, and the output shaft 13, the propulsion shaft 6 and thus the propeller 5 are prevented from rotating. When the forward / reverse switching valve 25 is switched to a position other than the neutral position, the brake switching valve 30 is closed, the hydraulic oil supply to the neutral brake 31 is stopped, and the neutral brake 31 is released. As a result, the braking of the output shaft 13, the propulsion shaft 6 and the propeller 5 is released, and the rotation of the output shaft 13, the propulsion shaft 6 and the propeller 5 is allowed.

  From between the hydraulic oil pump 21 and the trolling device 24, toward the forward / reverse switching mechanism 17 (the clutches 14 to 16), a lubricating oil passage 35 for injecting the hydraulic oil as the lubricating oil to the clutches 14 to 16 is extended. I am letting. In the lubricating oil passage 35, in order from the upstream side, a hydraulic pressure adjusting valve 36 that is a relief valve for holding hydraulic pressure on the trolling device 24 side, a lubricating oil cooler 37 that cools the hydraulic oil (lubricating oil), and lubricating oil A strainer 38 and a lubricating oil pressure adjusting valve 39 are provided. The hydraulic oil after passing through the hydraulic pressure adjusting valve 36 passes through the lubricating oil cooler 37 and the lubricating oil strainer 38, and is kept at a low pressure by the lubricating hydraulic pressure adjusting valve 39. 15 and the reverse clutch 16 are supplied as lubricating oil. Unnecessary hydraulic oil of a predetermined pressure or higher is returned from the lubricating oil pressure adjusting valve 39 to the hydraulic oil tank 22.

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

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

  A safety oil passage 42 that connects the discharge side of the hydraulic oil pump 21 and the lubricating oil passage 35 is provided with a check valve 43 (safety valve) that opens only in the direction of the lubricating oil passage 35. A bypass oil path 44 that bypasses the hydraulic pressure adjusting valve 36 is connected to the lubricating oil path 35. A throttle 45 is provided in the bypass oil passage 44. For this reason, while the hydraulic oil pump 21 is being driven, the hydraulic oil is always introduced into the lubricating oil passage 35 regardless of the state of the hydraulic pressure adjusting valve 36.

  As described above, the output shaft 13 is rotatably supported at the lower back of the housing 9. A neutral brake 31 is attached to one side of the output shaft 13 in the lower back of the housing 9. A lubricating oil cooler 37 is attached to the upper surface side of the housing 9. An oil passage block 18 in which a hydraulic circuit 20 is formed is attached above the output shaft 13 on the rear upper surface of the housing 9, that is, on the rear side of the housing 9. A hydraulic oil pump 21 is attached to the back side of the oil passage block 18. A forward shift switching valve 29 (a combination of a forward first speed solenoid valve 27 and a forward second speed solenoid valve 28) is attached above the hydraulic oil pump 21 on the back side of the oil passage block 18. On the upper surface side of the oil passage block 18, the trolling device 24 and the switching valve unit 46 are mounted side by side in the horizontal direction. In the embodiment, the trolling device 24 is positioned on one side that is the neutral brake 31 side on the upper surface side of the oil passage block 18, and the switching valve unit 46 is positioned on the other side that is the hydraulic oil pump 21 side. Therefore, the switching valve unit 46 is positioned above the hydraulic oil pump 21. The switching valve unit 46 is a unitary combination of the forward / reverse switching valve 25 and the brake switching valve 30. The brake switching valve 30 is attached to one side of the switching valve unit 46, and the forward / reverse switching valve 25 is attached to the other side of the switching valve unit 46.

  As shown in FIGS. 2 to 5, the forward first-speed clutch 14 and the forward second-speed clutch 15 are arranged on the left and right sides of the housing 9 where the oil passage block 18 is attached. The forward first speed clutch 14 is positioned coaxially with the hydraulic oil pump 21. As described above, the forward shift switching valve 29 is positioned above the hydraulic oil pump 21 on the back side of the oil passage block 18. The forward shift switching valve 29 and the forward two-speed clutch 15 are connected via a hydraulic relay pipe 47 as a hydraulic pipe disposed outside the back surface of the oil passage block 18. For this reason, it is not necessary to form in the oil passage block 18 a hydraulic system that connects the forward shift switching valve 29 and the forward second-speed clutch 15 located far away from the forward shift switching valve 29. The structure of the hydraulic circuit 20 in the oil passage block 18 is not required. Complexity can be avoided.

  A reverse clutch 16 is disposed between the forward first speed clutch 14 and the forward second speed clutch 15 and above the output shaft 13 at a location where the oil passage block 18 is attached in the housing 9. As shown in FIG. 3, the forward first speed clutch 14, the forward second speed clutch 15, the reverse clutch 16, and the output shaft 13 are set so as to be positioned at the vertexes of the rectangle in the rear view. For this reason, it becomes possible to cancel the reaction forces of the shafts for the clutches 14 to 16 and the output shaft 13 accompanying the increase in the output of the propeller 5. As a result, vibration transmission to the speed reduction reverser 8 and the hull 2 can be reduced.

  As apparent from the above description and FIGS. 2 to 5, the forward / reverse switching mechanism 17 that switches the rotational power of the main engine 7 mounted on the ship 1 to forward, neutral, or reverse output, and the forward / backward switching mechanism 17 The output shaft 13 for transmitting the output of the propeller 5 to the propeller 5 and a neutral brake 31 for braking the output shaft 13 when the forward / reverse switching mechanism 17 is neutral. In the speed reduction reverser 8 that rotatably supports the output shaft 13, a forward / reverse switching valve 25 that controls the switching operation of the forward / reverse switching mechanism 17 and a brake switching valve 30 that controls the operation of the neutral brake 31. Are unitized as a switching valve unit 46, so that the hydraulic system of the forward / reverse switching valve 25 and the brake switching valve 30 in the deceleration reverse rotation machine 8 can be easily and compactly combined. Can be configured bets, it contributes to the suppression of working steps by reducing the number of parts of the hydraulic system. This also contributes to improvement in maintainability such as cleaning and maintenance of the two switching valves 25 and 30 and their surroundings.

  Further, since the hydraulic oil pump 21 is disposed above the output shaft 13 in the housing 9 and the switching valve unit 46 is disposed above the hydraulic oil pump 21, the switching from the hydraulic oil pump 21 is performed. The hydraulic piping structure up to the valve unit 46 can be made compact.

  As apparent from the above description and FIGS. 2 to 5, the forward / reverse switching mechanism 17 that switches the rotational power of the main engine 7 mounted on the ship 1 to forward, neutral, or reverse output, and the forward / backward switching mechanism 17. The output shaft 13 for transmitting the output of the propeller 5 to the propeller 5 and a neutral brake 31 for braking the output shaft 13 when the forward / reverse switching mechanism 17 is neutral. In the speed reduction / reversing machine 8 that rotatably supports the output shaft 13, a hydraulic oil pump 21 and the forward / reverse switching mechanism 17 are provided in an oil passage block 18 disposed above the output shaft 13 in the housing 9. A forward / reverse switching valve 25 for controlling the switching operation of the brake, a brake switching valve 30 for controlling the operation of the neutral brake 31, and a valve for adjusting the hydraulic pressure for the forward / reverse switching mechanism 17. Because they attached a-ring device 24, the hydraulic pipe structure of the each hydraulic unit 24, 25 from the hydraulic fluid pump 21 can be aggregated by the fluid passage block 18. In other words, the structure of the entire hydraulic system in the speed reduction reverser 8 can be simplified. In manufacturing the speed reducer 8, the number of assembly steps of the hydraulic system can be greatly reduced.

  In addition, the forward shift output of the forward / reverse switching mechanism 17 is configured as a forward second speed type, and the forward shift switching valve 29 for switching the forward output of the forward / backward switching mechanism 17 between forward first speed and forward second speed is provided in the oil. Since it is attached to the road block 18, the hydraulic piping structure from the hydraulic oil pump 21 to the hydraulic devices 24, 25, 29, 30 can be further integrated.

  As is clear from the above description and FIGS. 2 to 5, the forward first speed clutch 14 and the second forward speed constituting the forward / reverse switching mechanism 17 are provided in the housing 9 where the oil passage block 18 is attached. The hydraulic oil pump 21 is positioned coaxially with the forward forward first-speed clutch 14, and the forward shift switching valve is disposed above the hydraulic oil pump 21 in the oil path block 18. 29, and the forward shift switching valve 29 and the forward two-speed clutch 15 are connected via a hydraulic pipe 47 arranged outside the oil passage block 18, so that the forward shift switching valve 29 and It is not necessary to form a hydraulic system in the oil passage block 18 to connect the forward second-speed clutch 15 located far away, and the hydraulic circuit 20 in the oil passage block 18 is not required. It is possible to avoid the complexity of the elephant.

  Further, the forward / backward switching mechanism between the forward first speed clutch 14 and the forward second speed clutch 15 and above the output shaft 13 is provided in the housing 9 where the oil passage block 18 is attached. 17 is arranged, and the forward first speed clutch 14, the forward second speed clutch 15, the reverse clutch 16, and the output shaft 13 are set in a relationship in which they are positioned at the vertices of a rectangle in a rear view. Therefore, it becomes possible to cancel the reaction forces of the shafts for the clutches 14 to 16 and the output shaft 13 accompanying the increase in the output of the propeller 5. As a result, vibration transmission to the speed reduction reverser 8 and the hull 2 can be reduced.

  Next, a structure for executing the neutral brake control and an example of its control mode will be described with reference to FIGS. In FIG. 7, the functional block diagram of the controller 50 mounted in the pleasure boat 1 is shown. The controller 50 mainly controls the overall operation of the engine 7 and the reduction / reverse rotation machine 8, and detailed illustration is omitted, but stores a control program and data in addition to a CPU that executes various arithmetic processes and controls. ROM, a RAM for temporarily storing control programs and data, an input / output interface, and the like. The controller 50 is electrically connected with a neutral switch 51 that detects the neutral state of the forward / reverse switching mechanism 17, a rotational speed detection sensor 52 that detects the rotational speed of the output shaft 13, and a braking electromagnetic solenoid 53 of the brake switching valve 30. Connected. The neutral switch 51 of the embodiment is configured to detect a neutral state (all clutches 14 to 16 are in a disengaged state) by detecting whether the forward / reverse switching valve 25 is in the neutral position. It has become.

  The controller 50 is configured to switch the neutral brake 31 between a braking state and a release state based on detection information from the neutral switch 51 and the rotation speed detection sensor 52. That is, as shown in the flowchart of FIG. 8, the controller 50 has the neutral switch 51 turned on (the forward / reverse switching mechanism 17 is in the neutral state) (S01: YES), and the rotation speed of the output shaft 13 is a preset lower limit. If the rotational speed is less than or equal to the rotational speed RL (if lower, S02: YES), the brake electromagnetic solenoid 53 is excited to open the brake switching valve 30, and the neutral brake 31 is operated from the forward / reverse switching valve 25 via the brake switching valve 30. Oil is supplied to actuate the neutral brake 31 (S03). In addition, the controller 50 de-energizes the braking electromagnetic solenoid 53 when the neutral switch 51 is on (S01: YES), but the rotational speed of the output shaft 13 exceeds the lower limit rotational speed RL (if it exceeds, S02: NO). Thus, the brake switching valve 30 is closed, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S04). If the neutral switch 51 is off (the forward / reverse switching mechanism 17 is in a state other than neutral) (S01: NO), the controller 50 demagnetizes the brake electromagnetic solenoid 53 and closes the brake switching valve 30 to the neutral brake 31. Is stopped and the neutral brake 31 is released (S04). The lower limit rotation speed RL itself that is the reference value may be included on the lower side or included on the higher side. In the embodiment, it is included on the lower side.

  When the control is performed as described above, for example, even if the propeller 5 is swung at a speed exceeding the lower limit rotational speed RL due to towing or towing for hoisting the net, the supply of the hydraulic oil to the neutral brake 31 is promptly performed. The neutral brake can be released by stopping. Therefore, there is no fear that an excessive load is applied to the neutral brake 31 due to the high-speed rotation of the propeller 5, and damage to the neutral brake 31 can be reliably prevented during coasting or net-winding towing.

  As is clear from the above description and FIGS. 6 to 8, the forward / reverse switching mechanism 17 that switches the rotational power of the main engine 7 mounted on the ship 1 to forward, neutral or reverse output, and the forward / backward switching mechanism 17. In the speed reduction reverser 8 including the output shaft 13 for transmitting the output of the engine to the propeller 5 and the neutral brake 31 for braking the output shaft 13 when the forward / reverse switching mechanism 17 is neutral, the neutral state of the forward / reverse switching mechanism 17 Based on the detection information of the neutral switch 51 and the rotation speed detection sensor 52, and the neutral brake 31 is released from the braking state based on the detection information of the neutral switch 51 and the rotation speed detection sensor 52. And a controller 50 for switching to a state, so that the propeller 5 rotates at high speed, for example, during coasting or net-winding towing. As also can be said neutral brake 31 to release state, is not overloading the said neutral brake 31. It is possible to reliably prevent the neutral brake 31 from being damaged during a coasting flight or a net winding towing.

  9 and 10 show a second embodiment of the structure for executing the neutral brake control and its control mode. Instead of the rotation speed detection sensor 52 of the first embodiment, a laser radar device 55 including a laser device 56 and an ICCD camera 57 is electrically connected to the controller 50 of the second embodiment. The laser radar device 55 irradiates an aiming object (a net or a floating object in the sea or the sea) with an ultrashort pulse laser beam from the laser device 56, and the aiming object is an ICCD camera 57 with a shutter function that operates at a high speed. By detecting the reflected light from the sea, a net or a floating substance in the sea or in the sea is detected. The laser radar device 55 of the second embodiment is disposed at the rear part (stern) of the hull 2.

  The controller 50 of the second embodiment is configured to switch the neutral brake 31 between a braking state and a release state based on detection information from the neutral switch 51 and the laser radar device 55. That is, as shown in the flowchart of FIG. 10, in the controller 50 of the second embodiment, the neutral switch 51 is on (the forward / reverse switching mechanism 17 is in the neutral state) (S01: YES), and the laser radar device 55 is connected to the network. If an aiming object such as a floating object is detected (S05: YES), the brake electromagnetic solenoid 53 is excited to open the brake switching valve 30, and the neutral brake is set via the brake switching valve 30 from the forward / reverse switching valve 25. Hydraulic oil is supplied to 31 to brake the neutral brake 31 (S03). In the controller 50 of the second embodiment, the neutral switch 51 is on (S01: YES). If the laser radar device 55 does not detect an aiming object such as a net or a floating object (S05: NO), braking is performed. The electromagnetic solenoid 53 is demagnetized so that the brake switching valve 30 is closed, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S04). Other steps are the same as those in the flowchart of the first embodiment (see FIG. 8).

  If the control is performed as described above, the neutral brake 31 can be braked if the net or floating net or floating object exists near the propeller 5 when the forward / reverse switching mechanism 17 is neutral. It is possible to prevent the propeller 5 from being caught easily.

  11 and 12 show a third embodiment of the structure for executing the neutral brake control and its control mode. The controller 50 according to the third embodiment includes a lifting net length for detecting a winding length of a net wound by a lifting machine (not shown) mounted on the hull 2 instead of the rotation speed detection sensor 52 according to the first embodiment. The sensor 58 is electrically connected.

  The controller 50 of the third embodiment is configured to switch the neutral brake 31 between a braking state and a release state based on detection information from the neutral switch 51 and the lifting net length sensor 58. That is, as shown in the flowchart of FIG. 12, in the controller 50 of the third embodiment, the neutral switch 51 is on (the forward / reverse switching mechanism 17 is in the neutral state) (S01: YES), and the lifting net length detection sensor If the mesh winding length detected at 58 is equal to or shorter than the predetermined length (S06: YES), the brake electromagnetic solenoid 53 is excited to open the brake switching valve 30, and the forward / reverse switching valve 25 to the brake switching valve 30 are opened. The hydraulic oil is supplied to the neutral brake 31 via the intermediate brake 31 to brake the neutral brake 31 (S03). In the controller 50 of the third embodiment, the neutral switch 51 is on (S01: YES), but if the web winding length is longer than a predetermined length (S06: NO), the brake electromagnetic solenoid 53 is demagnetized. The brake switching valve 30 is closed, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S04). Other steps are the same as those in the flowchart of the first embodiment (see FIG. 8). The predetermined length itself that is the reference value may be included on the lower side or included on the higher side. In the embodiment, it is included on the lower side.

  If the control is performed as described above, the neutral brake 31 can be braked and the net is inadvertent if the sea or sea net is extended so long as it can exist near the propeller 5 when the forward / reverse switching mechanism 17 is neutral. Can be prevented from being caught in the propeller 5.

  FIG. 13 and FIG. 14 show a fourth embodiment of the structure for executing the neutral brake control and its control mode. Instead of the rotational speed detection sensor 52 of the first embodiment, a load cell 59 that detects the rotational torque (accompanying torque) of the output shaft 13 is electrically connected to the controller 50 of the fourth embodiment. The load cell 59 is attached to the output shaft 13.

  The controller 50 of the fourth embodiment is configured to switch the neutral brake 31 between a braking state and a release state based on detection information from the neutral switch 51 and the load cell 59. That is, as shown in the flowchart of FIG. 14, in the controller 50 of the third embodiment, the neutral switch 51 is on (the forward / reverse switching mechanism 17 is in the neutral state) (S01: YES), and the output detected by the load cell 59 If the accompanying torque of the shaft 13 is equal to or less than the predetermined torque (S07: YES), the brake electromagnetic solenoid 53 is excited to open the brake switching valve 30, and the neutral brake is set from the forward / reverse switching valve 25 via the brake switching valve 30. Hydraulic oil is supplied to 31 to brake the neutral brake 31 (S03). In the controller 50 of the fourth embodiment, if the neutral switch 51 is on (S01: YES), but the accompanying torque of the output shaft 13 is larger than the predetermined torque (S07: NO), the braking electromagnetic solenoid 53 is turned on. The brake switching valve 30 is closed by demagnetizing, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released (S04). Other steps are the same as those in the flowchart of the first embodiment (see FIG. 8). The predetermined torque itself that is the reference value may be included on the lower side or included on the higher side. In the embodiment, it is included on the lower side.

  When the control is performed as described above, for example, even when the propeller 5 is swung at a speed exceeding a predetermined torque due to towing or towing for net winding, the supply of hydraulic oil to the neutral brake 31 is quickly stopped. Thus, the neutral brake 31 can be released. Therefore, there is no possibility that an excessive load is applied to the neutral brake 31 due to the high-speed rotation of the propeller 5, and as in the case of the first embodiment, the neutral brake 31 is not operated during coasting or net-winding towing. Damage can be reliably prevented.

  FIG. 15 is a fifth embodiment showing another example of the structure of the hydraulic circuit 20 of the reduction reverse rotation machine 8. In the hydraulic circuit 20 of the first embodiment (see FIG. 6), the neutral brake 31 is connected to the discharge side of the forward / reverse switching valve 25 via the brake switching valve 30, but in the hydraulic circuit 20 of the fifth embodiment. A neutral brake 31 is connected to the discharge side of the forward / reverse switching valve 25 via a governor valve device 60. The governor valve device 60 is driven by the rotational power of the output shaft 13, and adjusts the hydraulic pressure applied to the neutral brake 31 according to the rotational speed of the output shaft 13, that is, the rotational speed of the propeller 5 (controls the operation of the neutral brake 31). It is configured.

  If the propeller 5 rotational speed is lower than the predetermined rotational speed in the state where the forward / reverse switching valve 25 is in the neutral position by the switching operation of the forward / reverse lever 26, the governor valve device 60 is opened, and the governor valve device is switched from the forward / reverse switching valve 25 to the governor valve device. The hydraulic oil is supplied to the neutral brake 31 via 60, and the neutral brake 31 is braked. If the propeller 5 rotational speed is equal to or higher than the predetermined rotational speed, the governor valve device 60 is closed, the supply of hydraulic oil to the neutral brake 31 is stopped, and the neutral brake 31 is released.

  Even in the case of the above-described configuration, even if the propeller 5 is swung at a speed exceeding a predetermined rotational speed by, for example, coasting or towing for hoisting the net, the governor valve device 60 acts to the neutral brake 31. The neutral brake 31 can be released by quickly stopping the supply of the hydraulic oil. Therefore, there is no fear that an excessive load is applied to the neutral brake 31 due to the high-speed rotation of the propeller 5, and damage to the neutral brake 31 can be reliably prevented during coasting or net-winding towing.

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

1 Pleasure boat (ship)
5 Propeller 7 Engine (main engine)
8 Speed reducer 13 Output shaft 17 Forward / reverse switching mechanism 18 Oil passage block 20 Hydraulic circuit 21 Hydraulic oil pump 30 Brake switching valve 31 Neutral brake 46 Switching valve unit 50 Controller 51 Neutral switch 52 Rotational speed detection sensor 53 Braking electromagnetic solenoid

Claims (2)

A forward / reverse switching mechanism that switches the rotational power of the main engine mounted on the ship to forward, neutral or reverse output, an output shaft that transmits the output from the forward / reverse switching mechanism to the propeller, and the forward / reverse switching mechanism when neutral In the reduction reverse rotation machine comprising a neutral brake for braking the output shaft,
A neutral switch for detecting the neutral state of the forward / reverse switching mechanism, a rotational speed detection sensor for detecting the rotational speed of the output shaft, and the neutral brake in a braking state based on detection information of the neutral switch and the rotational speed detection sensor And a controller for switching to the release state,
Reduction reverse rotation machine. The controller sets the neutral brake to a braking state when the forward / reverse switching mechanism is in a neutral state and the rotational speed of the output shaft is lower than a lower limit rotational speed, the forward / reverse switching mechanism is in a neutral state and the output When the rotational speed of the shaft exceeds the lower limit rotational speed, the neutral brake is released, and when the forward / reverse switching mechanism is in a state other than neutral, the neutral brake is released.
The reduction reverse rotation machine according to claim 1.

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