JP2021063572A - Reduction and reverse gear - Google Patents

Abstract

To optimize clutch connection control of a forward and reverse rotation mechanism 17 to clutches 15 and 16.SOLUTION: A reduction and reverse gear 9 comprises: the forward and reverse rotation mechanism 17 by which rotational power of a main engine 7 mounted on a hull 2 is switched to output of forward, neutral or reverse rotation and transferred to a propeller 5; a forward and reverse rotation changeover valve 24 which controls a changeover actuation of the forward and reverse rotation mechanism 17; and a trolling device 36 which regulates a hydraulic oil pressure toward the forward and reverse rotation mechanism 17. When normally rotating or switching over the forward and reverse rotation valve 24 to a forward or reverse rotation position F or R during a normal navigation, in the cases where the normal and reverse rotation changeover valve 24 is changed over to the normal rotation position F and the reverse rotation position R, patterns for the trolling device 36 to step down the hydraulic oil pressure toward the normal and reverse rotation mechanism 17 are made different.SELECTED DRAWING: Figure 4

Description

The present invention relates to a deceleration reversing machine that transmits the rotational power of a main engine mounted on a hull to a propeller via a forward / reversing mechanism.

Conventionally, in a deceleration / reversing machine for ships such as fishing boats, a forward / reverse mechanism (forward / reverse clutch) that switches the rotational power of an engine mounted on the hull to a forward / neutral or reverse output and transmits it to a propeller. It is equipped with a forward / reverse switching valve that controls the switching operation of the forward / reverse mechanism and a trolling device that adjusts the operating hydraulic pressure toward the forward / reverse mechanism. By slip-engaging the forward / reverse mechanism (half-clutch engagement), the propeller is rotated at a low speed while keeping the engine at a constant rotation, and slow-speed navigation such as trolling is executed (see, for example, Patent Document 1 and the like).

Jikkenhei 6-78637

However, in this type of deceleration / reversing machine, for example, regardless of the size of each clutch of the forward / reverse rotation mechanism (forward rotation and reverse rotation clutch), common clutch connection control is performed at the time of forward / reverse rotation switching, and the clutch connection to each clutch is performed. The control was not optimized.

An object of the present invention is to provide a deceleration reversing machine which has been improved by examining the above-mentioned current situation.

The invention of claim 1 is a forward / reverse mechanism that switches the rotational power of the main engine mounted on the hull to forward rotation, neutral or reverse output and transmits it to the propeller, and forward / reverse rotation that controls the switching operation of the forward / reverse rotation mechanism. In a deceleration / reversing machine including a switching valve and a trolling device for adjusting the hydraulic pressure toward the forward / reverse mechanism, when the forward / reverse switching valve is switched to the forward / reverse position during normal navigation, the forward / reverse switching valve is changed to the positive / reverse switching valve. The pattern in which the trolling device reduces the operating hydraulic pressure toward the forward / reverse mechanism is different between the turning position and the reverse position.

According to a second aspect of the present invention, in the deceleration reversing machine according to the first aspect, the trolling device controls a pressure reducing valve capable of reducing the operating hydraulic pressure and supplying the forward / reversing mechanism to the forward / reversing mechanism, and the output oil pressure of the pressure reducing valve. The proportional valve is provided with a proportional valve and a direct-coupled valve that turns on and off the hydraulic oil supply to the proportional valve, and when the trolling device has a different pattern for reducing the hydraulic pressure toward the forward / reverse mechanism, the operating pattern of the proportional valve is different. It is said that it is being made.

According to a third aspect of the present invention, in the deceleration reversing machine according to the first or second aspect, when shifting to slow speed navigation, the trolling device linearly increases the hydraulic pressure toward the forward / reversing mechanism, and then the trolling device linearly increases the pressure. It executes feedback control based on the rotation speed of the propeller.

According to the present invention, when the forward / reverse switching valve is switched to the forward rotation or reverse rotation position during normal navigation, the trolling device is said to have the positive rotation / reverse rotation position depending on whether the forward / reverse rotation switching valve is in the normal rotation position or the reverse rotation position. Since the patterns for reducing the hydraulic pressure toward the reverse rotation mechanism are different, for example, even if the sizes of the forward / reverse rotation mechanism (forward rotation and reverse rotation clutch) are different, the forward / reverse rotation mechanism (forward rotation and reverse rotation clutch) It is easy to set the hydraulic pressure, hydraulic oil supply speed, etc. according to the above. Therefore, not only the connection speed of the forward / reverse rotation mechanism (forward rotation and reverse rotation clutch) can be optimized, but also the shock due to the connection of the forward / reverse rotation mechanism (forward rotation and reverse rotation clutch) at the time of forward / reverse rotation switching can be alleviated.

It is a schematic side view of a fishing boat equipped with a deceleration reversing machine. It is a skeleton diagram which shows typically the power transmission system of a deceleration reversing machine. It is a rear view which shows typically the gear arrangement of the deceleration reversing machine. It is a hydraulic circuit diagram of a deceleration reversing machine. It is a functional block diagram of a controller in a deceleration reversing machine. It is an operation table explaining the operation state of each part in the difference of the navigation situation. It is a time chart which shows the operation pattern of a proportional solenoid valve, etc. when the forward / reverse lever is operated in the forward direction during normal navigation. It is a time chart which shows the operation pattern of a proportional solenoid valve and the like when the forward / reverse lever is operated in reverse during normal navigation. It is a time chart which shows the operation pattern of the proportional solenoid valve, etc. at the time of the transition to slow speed navigation. This is the first alternative example of a time chart showing an operation pattern of a proportional solenoid valve or the like at the time of shifting to slow speed navigation. This is a second example of a time chart showing an operation pattern of a proportional solenoid valve or the like at the time of shifting to slow speed navigation.

Hereinafter, embodiments embodying the present invention will be described with reference to the drawings (FIGS. 1 to 7). As shown in FIG. 1, the fishing boat 1 is a hull 2, a cabin 3 arranged on the center side of the upper surface of the hull, a rudder 4 provided on the tail side of the bottom of the hull 2, and a tail side of the bottom of the hull 2. It is equipped with a propeller 5 arranged in front of the rudder 4. The inside of the cabin 3 is the control unit. Inside the cabin 3, which is the control unit, a forward / reverse lever 25 as a forward / reverse operation tool that switches the traveling direction of the hull 2 between forward and reverse, a throttle lever 42 that sets and holds the rotation speed of the engine 7, and trolling navigation. A trolling switch 44 for setting the on / off of (slow speed navigation), a trolling dial 45 for setting the trolling speed (slow speed navigation), and the like are provided (see FIG. 5). Although not shown, a steering handle for changing the traveling direction of the hull 2 to the left or right by steering is also provided in the cabin 3.

A propulsion shaft 6 for rotating the propeller 5 is pivotally supported on the tail side of the bottom of the hull 2. A propeller 5 is attached to the protruding end side of the propulsion shaft 6. Inside the hull 2, an engine 7 as a main engine that is a drive source of the propeller 5 and a deceleration reversing machine 9 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 deceleration reversing machine 9.

As shown in FIG. 2, the housing 10 which is the outer housing of the deceleration reversing machine 9 is propelled via a coupling 12 and an input shaft 13 which is connected to the flywheel 8 of the engine 7 via a damper joint 11. An output shaft 14 connected to the shaft 6 is provided. The input shaft 13 is rotatably supported on the upper part of the housing 10. The input shaft 13 projects forward from the upper part of the front surface of the housing 10. The output shaft 14 is rotatably supported at the bottom of the housing 10. The output shaft 14 projects rearward from the lower part of the back surface of the housing 10. The input shaft 13 and the output shaft 14 extend in parallel in the housing 10. Inside the housing 10, a forward rotation clutch 15 that connects and disconnects power transmission in the forward rotation (forward) direction from the input shaft 13 to the output shaft 14, and power in the reverse (reverse) direction from the input shaft 13 to the output shaft 14 A reverse clutch 16 that interrupts transmission is housed. The forward / reverse clutch 15 and the reverse clutch 16 constitute a forward / reverse mechanism 17.

The forward rotation clutch 15 and the reverse rotation clutch 16 are wet multi-plate type hydraulic friction clutches. The forward rotation clutch 15 is arranged on the input shaft 13. A forward rotation gear 15a is provided on the upstream side of power transmission from the engine 7 in the forward rotation clutch 15. A forward rotation reduction gear 15b is provided on the downstream side of the power transmission from the engine 7 in the forward rotation clutch 15. The forward rotation gear 15a is fixed to the input shaft 13. The forward rotation reduction gear 15b is rotatably fitted to the input shaft 13.

The reversing clutch 16 is arranged on a reversing shaft 18 extending parallel to the input shaft 13. A reverse gear 16a is provided on the upstream side of power transmission from the engine 7 in the reverse clutch 16. A reverse speed reduction gear 16b is provided on the downstream side of power transmission from the engine 7 in the reverse clutch 16. The reversing gear 16a is fixed to the reversing shaft 18. The reverse speed reduction gear 16b is rotatably fitted to the reverse shaft 18.

The forward rotation gear 15a is always in mesh with the reverse rotation gear 16a. The forward rotation reduction gear 15b and the reverse rotation reduction gear 16b are always meshed with the reduction output gear 19 fixed to the output shaft 14. A reduction gear mechanism having a fixed reduction ratio is configured by a forward rotation reduction gear 15b, a reverse rotation reduction gear 16b, and a reduction output gear 19. The rotational power of the output shaft 14 is reduced to a fixed reduction ratio between the reduction gears 15b and 16b and the reduction output gear 19.

A hydraulic pump 21 that supplies hydraulic oil to the forward / reverse mechanism 17 is attached to the end of the reverse shaft 18 on the opposite side of the reverse clutch 16 from the flywheel 8. The hydraulic pump 21 is configured to be driven by the rotation of the reversing shaft 18 based on the rotational power of the engine 7. Therefore, the hydraulic pump 21 is also driven at all times while the engine 7 is being driven. In the embodiment, the hydraulic pump 21 is attached to the upper part of the back surface of the housing 10.

When the forward / reverse lever 25 in the cabin 3 is operated in the forward / reverse direction or in the neutral position, the supply destination of the hydraulic oil is switched to either the forward rotation clutch 15, the reverse rotation clutch 16 or the neutral position. The input shaft 13 and the output shaft 14 are connected so as to be able to transmit power by pressing the friction plates of the clutches 15 and 16 with the hydraulic pressure. That is, if the forward rotation clutch 15 is connected and the reverse rotation clutch 16 is disengaged, the rotational power of the input shaft 13 is transmitted to the output shaft 14 as the power in the forward rotation (forward) direction.

On the contrary, if the forward rotation clutch 15 is disengaged and the reverse rotation clutch 16 is connected, the rotational power of the input shaft 13 is transmitted to the output shaft 14 as the power in the reverse (reverse) direction. If both the forward clutch 15 and the reverse clutch 16 are shut off, the neutral state is achieved in which the rotational power of the input shaft 13 is not transmitted to the output shaft 14. If the degree of pressure contact between the friction plates of the clutches 15 and 16 is adjusted by the operating hydraulic pressure to perform slip engagement (half-clutch engagement), a part of the rotational power of the input shaft 13 is transmitted to the output shaft 14, and the output shaft is engaged. 14 As a result, the propeller 5 is in a state of low-speed navigation in which the rotation speed is low. The navigation speed of the fishing boat 1 during normal navigation is adjusted by the throttle lever 42 in the cabin 3.

Next, the structure of the hydraulic circuit 20 of the deceleration reversing machine 9 will be described with reference to FIG. 4 in addition to the previous drawings. The hydraulic circuit 20 of the deceleration reversing machine 9 includes a hydraulic pump 21 driven by the rotational power of the engine 7. The hydraulic pump 21 supplies hydraulic oil to the forward and reverse rotation clutches 15, 16 and the like. The suction side of the hydraulic pump 21 is connected to the hydraulic oil tank via the strainer 22. In the embodiment, the hydraulic oil is stored in the housing 10 of the deceleration reversing machine 9, and the housing 10 functions as a hydraulic oil tank.

The hydraulic oil passage 23 extending from the discharge side of the hydraulic pump 21 has a forward rotation oil passage 26 toward the forward rotation clutch 15 and a reverse rotation toward the reverse rotation clutch 16 via the pressure reducing valve 37 and the forward / reverse rotation switching valve 24 of the trolling device 36. It is connected to the oil passage 27. The forward / reverse switching valve 24 is a three-position switching type having a forward rotation position F, a neutral position N, and a reverse rotation position R, and is configured to control the switching operation of the forward / reverse rotation mechanism 17. That is, the forward / reverse switching valve 24 has a forward rotation position F that supplies hydraulic oil to the forward rotation clutch 15 and a reverse rotation that supplies hydraulic oil to the reverse rotation clutch 16 by the switching operation of the forward / reverse rotation lever 25 as a forward / reverse rotation operating tool. The position R and the neutral position N for stopping the supply of hydraulic oil to both the clutches 15 and 16 can be switched to three positions.

From between the hydraulic pump 21 and the forward / reverse switching valve 24 of the hydraulic oil passage 23, a lubricating oil passage 28 for lubricating the clutches 15 and 16 as lubricating oil is extended. The lubricating oil passage 28 is provided with an operating hydraulic pressure adjusting valve 29 and a lubricating oil pressure adjusting valve 30, which are relief valves for holding the oil pressure. The hydraulic oil after passing through the hydraulic pressure adjusting valve 29 is supplied as lubricating oil to the forward rotation and reverse rotation clutches 15 and 16 in a state where the pressure is reduced by the lubricating oil pressure adjusting valve 30. Unnecessary hydraulic oil (lubricating oil) having a predetermined pressure or higher is returned from the lubricating oil pressure adjusting valve 30 into the housing 10.

The hydraulic control valve 29 is provided with a loose fitting valve 33 that uses this to alleviate the shock caused by clutch connection during forward / reverse switching. The loose fitting valve 33 gradually increases the operating hydraulic pressure to the forward / reverse rotation clutches 15 and 16 by the back pressure introduced from the forward / reverse rotation switching valve 24, and alleviates the shock due to the clutch connection at the time of forward / reverse rotation switching. is there.

When the forward / reverse switching valve 24 is in the neutral position N, the back chamber of the loose fitting valve 33 is drained. The hydraulic control valve 29 is opened in a low pressure set state without being compressed by the relief spring 34. When the forward / reverse switching valve 24 is switched and driven to the forward / reverse rotation position F or the reverse rotation position R, hydraulic oil slowly flows into the loose fitting valve 33 via the forward / reverse switching valve 24, and the loose fitting valve 33 gradually flows into the relief spring 34. To compress. Then, the hydraulic pressure adjusting valve 29 gradually shifts to the high pressure setting state and reaches a predetermined hydraulic pressure. Therefore, the hydraulic pressure of the forward or reverse clutches 15 and 16 gradually increases, and the forward or reverse clutches 15 and 16 are gradually brought into the connected state (engaged state) and finally in the fully fitted state. .. As a result, the shock when the clutches 15 and 16 are connected is alleviated.

In the hydraulic oil passage 23, not only the lubricating oil passage 28 but also the pilot oil passage 35 is branched from between the hydraulic pump 21 and the forward / reverse switching valve 24. In the pilot oil passage 35, a proportional solenoid valve 39 that controls the output hydraulic pressure of the pressure reducing valve 37 that can reduce the hydraulic pressure and supply it to the forward / reverse rotation mechanism 17 and a direct connection that turns on / off the hydraulic oil supply to the proportional solenoid valve 39. A solenoid valve 38 is provided. The direct connection solenoid valve 38 has two positions: a pressure reducing position where the pilot pressure is supplied to the pressure reducing valve 37 and a direct connection position where the pilot pressure is not supplied to the pressure reducing valve 37 by exciting and demagnetizing the electromagnetic solenoid according to the on / off state of the trolling switch 44. It is configured to be switchable to the position. The duty of the proportional solenoid valve 39 is controlled according to the amount of operation of the trolling dial 45.

When the direct solenoid valve 38 was switched to the depressurized position by the excitation of the electromagnetic solenoid of the direct solenoid valve 38 in response to the on operation of the trolling switch 44, the opening degree of the proportional solenoid valve 39 was adjusted according to the operation amount of the trolling dial 45. Pilot pressure is applied to the pressure reducing valve 37 to slide the internal spool of the pressure reducing valve 37. The hydraulic pressure from the hydraulic oil passage 23 is reduced according to the amount of sliding movement of the internal spool of the pressure reducing valve 37, and the reduced hydraulic oil is supplied to the forward or reverse clutches 15 and 16 via the forward / reverse switching valve 24. To.

When the direct-coupled solenoid valve 38 is switched to the direct-coupled position by degaussing the electromagnetic solenoid of the direct-coupled solenoid valve 38 in response to the turning operation of the trolling switch 44, the pilot pressure is not applied from the proportional solenoid valve 39 to the pressure reducing valve 37, and the inside is stopped. The spool slides by the spring force and the pressure reducing valve 37 is fully opened. As a result, the hydraulic pressure from the hydraulic oil passage 23 is supplied to the forward rotation or reverse rotation clutches 15 and 16 via the forward / reverse rotation switching valve 24 without being depressurized. The combination of the pressure reducing valve 37, the direct coupling solenoid valve 38, and the proportional solenoid valve 39 constitutes a trolling device 36 that adjusts the hydraulic pressure toward the forward / reverse mechanism 17.

FIG. 5 shows a functional block diagram of the controller 40 mounted on the fishing boat 1 of the embodiment. The controller 40 mainly controls the overall operation of the engine 7 and the deceleration reversing machine 9, and although detailed illustration is omitted, it stores a control program and data in addition to a CPU that executes various arithmetic processes and controls. It is equipped with a ROM for this purpose, a RAM for temporarily storing control programs and data, an input / output interface, and the like.

The controller 40 detects the operation positions of the neutral switch 41 as an operation detection member for detecting the operation position of the forward / reverse lever 25, the throttle potentioid 43 for detecting the operation position of the throttle lever 42, the trolling switch 44, and the trolling dial 45. The trolling potential 46, the two output shaft rotation sensors 47a and 47b that detect the rotation speed of the output shaft 14 and the propeller 5, the engine rotation sensor 48 that detects the rotation speed of the engine 7, the direct-coupled solenoid valve 38 (electromagnetic solenoid), and The proportional solenoid valve 39 (electromagnetic solenoid) and the like are electrically connected.

When two output shaft rotation sensors 47a and 47b are provided in this way, not only the rotation speed of the output shaft 14 and thus the propeller 5 but also the rotation direction can be detected, so that control suitable for the rotation direction of the propeller becomes possible. For example, in the clutch connection control described later, when the fishing boat 1 has a foot in the direction opposite to the operation position of the forward / reverse lever 25, it is possible to suppress the clutch connection delay and the like.

The controller 40 controls the direct connection solenoid valve 38 and the proportional solenoid valve 39 according to the on / off state of the trolling switch 44 and the operation amount of the trolling dial 45. The neutral switch 41 of the embodiment detects whether or not the forward / reverse switching valve 24 is in the neutral position from the operating position of the forward / reverse lever 25, but the operation detecting member is not limited to this, and the forward / reverse switching is not limited to this. It may detect whether or not the valve 24 is in the forward rotation position F or the reverse rotation position R, or may be a forward / reverse rotation potentiometer.

When the neutral switch 41 detects that the forward / reverse switching valve 24 is in the neutral position N during normal navigation (when the neutral switch 41 is in the ON state), the trolling device 36 determines the operating hydraulic pressure toward the forward / reverse mechanism 17. It is configured not to reduce pressure. In other words, the controller 40 is configured so that the trolling device 36 does not reduce the hydraulic pressure toward the forward / reverse mechanism 17 regardless of the detection information of the neutral switch 41 during normal navigation. In the embodiment, during normal navigation in which the trolling switch 44 is in the off state, the direct solenoid valve 38 turns off the hydraulic oil supply to the proportional solenoid valve 39 regardless of whether the neutral switch 41 is on or off, and the pressure reducing valve 37 turns off the hydraulic oil supply to the proportional solenoid valve 39. The operating oil pressure is supplied to the forward / reverse mechanism 17 without being depressurized (see FIG. 6).

In this way, even if the neutral switch 41 is erroneously detected to be in the neutral position N even though the forward / reverse switching valve 24 is in positions F and R other than the neutral position, the forward / reverse mechanism 17 can be used. Can supply operating hydraulic pressure that is not depressurized (high pressure), and the forward / reverse rotation mechanism 17 does not switch to the power cutoff state. Therefore, there is no possibility that the forward / reverse mechanism 17 slips (half-clutch engages) during normal navigation in the high-speed rotation range, and problems such as damage and seizure of the forward / reverse mechanism 17 can be prevented.

Further, as shown in FIG. 6, during slow-speed navigation (trolling navigation) in which the trolling switch 44 is in the ON state, the direct-coupled solenoid valve 38 is used as the flood control oil for the proportional solenoid valve 39 regardless of whether the neutral switch 41 is on or off. Since the supply is turned on and the hydraulic pressure reduced by the pressure reducing valve 37 is supplied to the forward / reverse mechanism 17 via the forward / reverse switching valve 24, the hydraulic pressure suddenly increases to a high pressure and the forward / reverse mechanism 17 is completely fitted. It is possible to prevent the shock caused by the flood control, and it is possible to eliminate the problem that the navigation speed suddenly increases when the net is wound up.

By the way, in the deceleration reversing machine 9 of the embodiment, in the normal navigation, not only the loose fitting valve 33 but also the trolling device 36 is used to optimize the clutch connection control at the time of forward / reverse switching. In this case, when the forward / reverse rotation lever 25 is switched in the forward or reverse direction, the direct-coupled solenoid valve 38 is switched to the decompression position by the excitation of the solenoid solenoid of the direct-coupled solenoid valve 38 in response to the switching operation, and the transition time TF1 (transition time TF1 After TR1) elapses, the proportional solenoid valve 39 applies pilot pressure to the pressure reducing valve 37 during the relay time TF2 (TR2), and the reduced hydraulic oil is applied to the forward / reverse rotation switching valve 24 via the forward / reverse rotation switching valve 24. Supply to 16. After that, during the transition time TF3 (TR3), the pilot pressure load is gradually reduced to gradually increase the hydraulic pressure to the forward or reverse clutches 15 and 16, and finally the full fitting state is achieved and the direct connection is made. The solenoid solenoid of the solenoid valve 38 is degaussed to switch the direct-coupled solenoid valve 38 to the direct-coupled position (see FIGS. 7 and 8).

In particular, in the embodiment, as shown in FIGS. 7 and 8, the operation pattern of the proportional solenoid valve 39 (which may be referred to as the current value pattern transmitted to the electromagnetic solenoid of the proportional solenoid valve 39) is set to the forward / reverse lever 25. There is a difference between the case where the switching operation is performed in the forward rotation direction and the case where the switching operation is performed in the reverse rotation direction. That is, when the forward / reverse switching valve 24 is switched to the normal rotation or the reverse rotation positions F and R during normal navigation, the trolling device 36 sets the forward / reverse rotation switching valve 24 to the normal rotation position F and the reverse rotation position R. The pattern for reducing the hydraulic pressure toward the forward / reverse mechanism 17 is different. In the examples of FIGS. 7 and 8, the transition time TR1 when the forward / reverse lever 25 is operated in the reverse direction is set shorter than the transition time TF1 when the forward / reverse lever 25 is operated in the forward rotation direction, and the operating current value at the time of reverse rotation is set. IR1 and IR2 are set to be larger than the operating current values IF1 and IF2 at the time of normal rotation. The operation pattern of the proportional solenoid valve 39 is not limited to the examples of FIGS. 7 and 8, and various types can be adopted.

In this way, for example, when the sizes of the forward rotation and reverse rotation clutches 15 and 16 are different, it is possible to easily set the hydraulic pressure, the hydraulic oil supply speed, and the like according to the clutches 15 and 16. Therefore, not only the connection speed of each clutch 15 and 16 can be optimized, but also the shock caused by the clutch 15 and 16 connection at the time of forward / reverse switching can be alleviated. In particular, in the embodiment, the transition time TR1 at the time of reverse rotation is set shorter than the transition time TF1 at the time of normal rotation, and the operating current values IR1 and IR2 at the time of reverse rotation are set larger than the operating current values IF1 and IF2 at the time of normal rotation. Therefore, it is possible to quickly connect the reverse clutch 16 and smoothly move the fishing boat 1 backward when the fishing boat 1 has a large resistance to move backward.

Further, in the deceleration / reversing machine 9 of the embodiment, when shifting to the slow speed navigation, the trolling device 36 linearly increases the hydraulic pressure toward the forward / reversing mechanism 17, and then the rotational speed of the propeller 5 (output in the embodiment). It is configured to perform feedback control based on the rotational speed of the shaft 14.

In this case, the direct solenoid valve 38 is switched to the decompression position by the excitation of the electromagnetic solenoid of the direct solenoid valve 38 in response to the on operation of the trolling switch 44, and after the transition time TF1 elapses, the proportional solenoid valve 39 is in the relay time TF2. , The operating current value IF2 is transmitted to the solenoid solenoid of the proportional solenoid valve 39 to apply a predetermined pilot pressure to the pressure reducing valve 37, and the reduced hydraulic oil is applied to the forward or reverse rotation clutches 15 and 16 via the forward / reverse switching valve 24. Supply. After that, the working current value IF of the electromagnetic solenoid in the proportional solenoid valve 39, and thus the load of the pilot pressure is gradually reduced linearly, and the working hydraulic pressure to the forward rotation or reverse rotation clutches 15 and 16 is gradually gradually increased. When the rotation speed of the output shaft 14 reaches the target value, the control is switched to the feedback control based on the rotation speed of the output shaft 14 to continue the slow speed navigation (see FIG. 9).

In this way, when shifting to slow speed navigation, the rotational speed of the propeller 5 can reach the target value without overshooting. For example, the navigation speed suddenly increases during slow speed driving and the net floats. You can eliminate the problem.

As shown in FIG. 10, the rotational speed of the output shaft 14 has not reached the target value in order to linearly reduce the working current value IF of the solenoid solenoid in the proportional solenoid valve 39, and thus the load of the pilot pressure. Also, when the set time is reached, it may be configured to switch to feedback control based on the rotation speed of the output shaft 14, or as shown in FIG. 11, the inclination of the operating current value IF of the electromagnetic solenoid in the proportional solenoid valve 39 may be adjusted. , The configuration may be changed stepwise with the passage of time.

The configuration of each part in the present invention is not limited to the illustrated embodiment, and various changes can be made without departing from the spirit of the present invention.

1 Fishing boat (ship)
2 Hull 5 Propeller 7 Engine (main engine)
9 Deceleration reversing machine 10 Housing 15 Forward rotation clutch 16 Reverse rotation clutch 17 Forward / reverse rotation mechanism 20 Hydraulic circuit 24 Forward / reverse rotation switching valve 25 Forward / reverse rotation lever 36 Trawling device 37 Pressure reducing valve 38 Directly connected solenoid valve 39 Proportional solenoid valve 40 Controller 47a, 47b Output shaft Rotation sensor

Claims (3)

A forward / reverse mechanism that switches the rotational power of the main engine mounted on the hull to the forward / neutral or reverse output and transmits it to the propeller, a forward / reverse switching valve that controls the switching operation of the forward / reverse mechanism, and the forward / reverse. In a deceleration reversing machine equipped with a trolling device that adjusts the hydraulic pressure toward the mechanism.
When the forward / reverse switching valve is switched to the forward / reverse position during normal navigation, the trolling device operates toward the forward / reverse mechanism depending on whether the forward / reverse switching valve is in the forward / reverse position or the reverse position. The pattern for reducing the oil pressure is different,
Deceleration reversing machine. The trolling device includes a pressure reducing valve capable of reducing the hydraulic pressure and supplying it to the forward / reverse mechanism, a proportional valve for controlling the output hydraulic pressure of the pressure reducing valve, and a direct connection valve for turning on / off the hydraulic oil supply to the proportional valve. With
When the trolling device has a different pattern for reducing the hydraulic pressure toward the forward / reverse mechanism, the operating pattern of the proportional valve is different.
The deceleration reversing machine according to claim 1. In the transition to low speed navigation, the trolling device linearly increases the hydraulic pressure toward the forward / reverse mechanism, and then executes feedback control based on the rotational speed of the propeller.
The deceleration reversing machine according to claim 1 or 2.

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