JP2838436B2 - Switching device for marine speed reducer - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial application field> The present invention relates to a switching device for a speed reduction / reversing machine suitable for a work boat that performs various operations in addition to normal sailing, such as a fishing boat.

<Conventional technology> Although the speed reduction ratio of a marine speed reduction reversing machine is generally switched manually, a threshold value for changing the speed reduction ratio is set and automatically set according to the detected engine speed. There is also known a device in which switching is performed (for example, Japanese Patent Application Laid-Open No. 2-51623).
Reference). This means that the forward deceleration stage is set to two stages, and when a large output torque is required, such as during fishing work, it is automatically switched to a large reduction ratio with a large reduction ratio, and when sailing, it is automatically switched to a small reduction ratio with a small reduction ratio. Like so
It improves ship maneuverability.

<Problems to be solved by the invention> However, in actual work on a fishing boat, it is often necessary to switch the reduction ratio according to the work content, the tide, the amount of fish in the net, and the like. For this reason, the automatic switching based on the engine speed as described above is not sufficient, and the manual switching according to the actual load of the engine is performed based on the intuition and experience of a skilled operator, and the operation is complicated. Met.

The present invention focuses on such a problem, and aims at simplifying the operation by enabling the switching of the reduction ratio more appropriately, and at the same time, enabling the automatic switching of the reduction ratio even when the control system fails. It was done as.

<Means for Solving the Problems> In order to achieve the above object, a switching device for a marine deceleration reversing machine according to the present invention includes a deceleration reversing machine that transmits the rotation of an engine to a propeller at a predetermined reduction ratio, Switching means for switching the reduction ratio of the reversing machine, rotation speed detection means for detecting the rotation speed of the engine, load detection means for detecting the load on the engine,
Storage means for storing a first reduction ratio switching map that defines the relationship between the engine speed and the load when the reduction ratio is switched; and storage means for storing the first reduction ratio switch map in accordance with the detected engine speed and load. Control means for outputting a control signal to the switching means based on the reduction ratio switching map. An abnormality detecting means for detecting an abnormality of the load detecting means is further provided, and a second reduction ratio switching map defining a threshold value of an engine speed used for switching the reduction ratio when the load detecting means is abnormal is provided. Stored in the storage means,
When the abnormality detection unit detects an abnormality in the load detection unit, the second reduction ratio switching map is applied to switch the reduction ratio.

FIG. 1 is a diagram showing a configuration of the present invention, wherein A is an engine,
B is a propeller, C is a speed reduction / reversing machine, D is a speed reduction ratio switching means, E is a rotation speed detection means, F is a load detection means, G is a storage means, and H is a control means. The G ₁ is a first speed reduction ratio switching map, G ₂ is a second reduction ratio switching map.

<Operation> Since not only the rotation speed of the engine but also the load is used to judge the switching of the reduction ratio, the switching suitable for the situation is automatically performed, the operation is simplified, and the operation efficiency is improved.

Further, when the engine load detecting means fails, the reduction ratio switching is automatically performed only by the engine speed regardless of the load by applying the second reduction ratio switching map. The maneuvering is easy and the purpose of the automation is not completely impaired.

<Example> Next, an example of the present invention will be described.

FIG. 2 is a block diagram, wherein 1 is an engine, 2 is a propeller, 3 is a deceleration reverser, 4 is a fuel injection pump having a built-in electronic governor 41, 5 is a remote control handle device provided in a cockpit of a ship, 6 Denotes an operation panel, and 7 denotes a control device.

The speed reduction reversing machine 3 of this embodiment has a reduction ratio of two forward speeds, and includes an electromagnetic switching valve 31 as a reduction ratio switching means,
A manual switching device 32 for switching between forward, reverse, and neutral is provided, and a propeller shaft 21 is connected to an output shaft 33. The electromagnetic switching valve 31 is operated by a control signal from the operation panel 6 or the control device 7, and the switching device 32 is connected to a clutch switching handle 51 of the remote control handle device 5 via a push-pull wire 52. , And is operated by a handle 51. As the switching device 32, for example, one described in the above-mentioned publication is used. Remote control handle device 5
The regulator handle 53 is connected to an accelerator sensor 55 via a push-pull wire 54 so that a signal from the accelerator sensor 55 is input to the control device 7.

The electronic governor 41 of the fuel injection pump 4 is controlled by a control signal from the control device 7, and is provided with a rack position sensor 42 as load detecting means, and a rotation sensor 43.
The output signal is also input to the control device 7.

The operation panel 6 includes mode switches 61a, 61b, 61c for selecting a control mode, manual switches 62a, 62b for switching a reduction ratio, display selection switches 63a, 63b for selecting the display of the actual load and the work load of the engine 1, and navigation switches. Various switches such as a ready switch 64a with a lamp and a trigger switch 64b for measuring the running time load characteristic, and a hold switch 65 for temporarily stopping automatic switching of the reduction ratio and maintaining the reduction ratio at that time are provided. Also, a load monitor 68 for displaying the load of the engine is provided. The state of these switches is input to the control device 7, and the output signal of the control device 7 is sent to the load monitor 68.

The main part of the control device 7 is constituted by a microcomputer, and includes a CPU 71 serving as a control center, a memory 72 storing various programs and data necessary for the control, and necessary input / output devices.

The memory 72 stores a reduction ratio switching map (hereinafter simply referred to as a reduction ratio switching map) that defines the relationship between the engine speed and the load when the reduction ratio is switched. FIG. 3 shows an example of this map. FIG. 3 (a) is a graph and FIG. 3 (b) is a table.

(A) The horizontal axis in the figure is the engine speed, the vertical axis is the torque corresponding to the load of the engine, Nact is the engine speed detected by the rotation sensor 43, and Rdown is the speed reduction ratio from a small reduction speed reduction ratio. The load threshold when switching to large deceleration is large, d is its characteristic line, Rup is the load threshold when switching from large deceleration to small deceleration, and u is its characteristic line. The cruising load characteristic indicating the relationship between the engine speed and the engine load during cruising is generally known as a cubic load characteristic for ships. B shows the cubic load characteristic, and b shows the cubic load characteristic for a ship at the time of large deceleration. P is the rated load point.

Here, the threshold value Rdown is set to a value larger than the cube load characteristic a as shown in the figure. The engine load is the sum of the sailing load caused by the ship's sailing and the work load caused by work such as pulling a rope. Is the running load torque of a ₁ , and the work load torque L is added to this during work, and the actual load torque of the engine becomes d ₁ . So if Kirikaware the reduction ratio high reduction when the actual load torque d ₁ has reached the d line, the actual load is large deceleration of the marine vessel running load torque b ₁ only a small workload torque amount that the reduction ratio is increased L 'is added, and the engine can continue to operate at the same speed with a smaller load torque than before switching. Therefore, it is desirable that the threshold value Rdown is set to be larger than the characteristic a by the amount of the work load. If the difference is too large, the switching timing is delayed, an excessive load is applied, and the number of revolutions is reduced. If it is small, the switching will be performed earlier even though there is still enough torque.
Also, when switching from large deceleration to small deceleration, the work is generally completed and the workload becomes zero, or the workload becomes extremely small.
The value is set to a value slightly higher (or lower) than the characteristic b at a value substantially the same as. Note that a large deceleration range is above the threshold value d, a small deceleration range is below the threshold value u, and a dead zone therebetween.

In general, the work load is different depending on the type of work, so this reduction ratio switching map is not limited to one type, and is usually set according to the work content. For example, in addition to those applied at the time of sailing, Multiple maps are prepared that are applied to several different tasks. This is the same for the maps described below.

FIG. 4 corresponds to FIG. 3 and shows the relationship between the engine speed and the rack position of the fuel injection pump 4.
It is stored in the memory 72 as a control basic map.
Rmax indicates the maximum rack position, Rsoku1 indicates the rack position corresponding to the cubic load for ships at small deceleration, Rsoku2 indicates the rack position corresponding to the cubic load for ships at large deceleration, and Ridl indicates the rack position corresponding to no load. .

FIG. 5 is a second reduction ratio switching map used when switching is performed only by the engine speed regardless of the engine load. In this map, a threshold Ndown for the engine speed when switching from small deceleration to large deceleration and a threshold Nup for switching from large deceleration to small deceleration are set, and the threshold Ndown is a threshold. It is set to a value smaller than the value Nup.

FIG. 6 shows still another example of the third reduction ratio switching map, in which the portions of Rdown and below Ndown and the portions of Rup and below Nup are cut respectively. Note that Nd in FIG.
own and Nup are not necessarily the same as those in FIG.

The control procedure using the above-described reduction ratio switching maps will be described later with reference to the flowcharts in FIG.

FIG. 7 is an explanatory diagram of a method of calculating a work load ratio which is unnecessary in order to distinguish an actual load detected by the rack position sensor 42 into a running load and a work load and to know the engine load accurately. That is, the work load at a certain rotational speed Nact is a value obtained by subtracting the rack position Rsoku1 or Rsoku2 corresponding to the marine cubic load, which is the sailing load, from the detected actual rack position Ract. The work load ratio at the time and the actual load ratio of the engine are as follows.

Next, the operation of the apparatus according to the embodiment will be described with reference to the flowcharts in FIG. 8 (a) and 8 (b) show a main routine, FIG. 9 shows a load calculation subroutine, and FIG.
The figure shows the cubic load measurement subroutine for ships, and FIG. 11 shows the reduction ratio switching subroutine.

In the main routine of FIG. 8, step S0 calculates the fuel injection amount based on a basic control map showing the relationship between the engine speed and the rack position of the fuel injection pump, and drives the rack of the fuel injection pump 4. This is a step of calculating and outputting a control signal Qout to the actuator to be operated. Since the subroutine of this control is well known, detailed description thereof will be omitted, but if necessary, refer to, for example, Japanese Patent Application Laid-Open No. 63-259139.

The next step S1 is a step of detecting an abnormality of the rack position sensor 42. If it is normal, the process proceeds to step S2, and if it is abnormal, the process proceeds to step S5 'to monitor the load on the operation panel 6.
The display of 68 is set to 0. This abnormality determination is performed, for example, by comparing the output Ract of the rack position sensor 42 with the fuel injection control signal Qout. For example, if Ract is 4V or more and Qout is 1% or less, or if Ract is 1.5V or less, Qout
Is determined to be a failure if a state that is impossible under normal conditions continues for 0.5 seconds or more, such as when the value is 99% or more.

The cubic load for ships changes depending on the matching between the hull and the propeller, the amount of cargo, etc., and the optimal value of the timing of changing the reduction ratio changes even with the same engine, so it is an important characteristic for the control of switching the reduction ratio. . Therefore, it is convenient if the vehicle can be actually run and its characteristics can be measured and stored. In step S2, whether or not to perform this measurement is determined by turning on / off the preparation step 64a of the operation panel 6. If step 64a is on, the process proceeds to step S3 via step S4. Proceed to step S3.

Step S5 is a step of displaying the result obtained in step S3 on the load monitor 68 of the operation panel 6, and determines the flag Sumoni corresponding to the operation of the display selection switches 63a and 63b. If it is 1, the actual load of the engine is displayed.

Step S6 is a subroutine for switching the reduction ratio. Next, steps S23 and S4 and step S6 will be described.

FIG. 9 is a load calculation subroutine of step S3,
First, the actual engine speed Nact and the rack position Ract are recognized (step S31), and the maximum rack position R at that speed is recognized.
Recognize the max and the no-load equivalent rack position Ridl (step S
32). Subsequently, the current reduction ratio is recognized (step S33),
Furthermore, the rack position Rs corresponding to the cubic load for ships at that reduction ratio
Recognize oku1 or Rsoku2 (step S34). Then, the actual load ratio and the work load ratio of the engine are calculated by the equations described with reference to FIG. 7 (step S3).
Five).

FIG. 10 is a cubic load measurement subroutine for ships in step S4, which is executed while the ship is running. First, when the preparation switch 64a is turned on, the counter I becomes 0, and the switch 64a
Is turned on (step S41). When the trigger switch 64b is turned on, the trigger lamp is turned on and the measurement is started (step S42), the engine speed Nact and the rack position Ract are recognized, and the values are temporarily stored (step S4).
3), the counter is counted up, the trigger lamp goes out, and the process returns to step S42 (step S44). In this example, this procedure is performed for eight points from the low-speed rotation to the high-speed rotation of the engine. When the eighth rotation is completed, the process proceeds to step S45, where the current reduction ratio is recognized, and the marine cubing at that reduction ratio is performed. Load equivalent rack position Rsoku1 or Rsok
The result is stored in the memory 72 as u2, the measurement lamp is turned off, and the subroutine ends (step S46).

Next, the reduction ratio switching subroutine of FIG. 11 will be described.

The first step S61 is a step of determining whether or not to switch the reduction ratio by manual operation instead of automatically. When one of the manual switches 62a and 62b of the operation panel 6 is turned on, the automatic mode is released. The reduction reversing machine 3 is switched to the selected reduction ratio. As a result, for example, it is possible to switch the reduction ratio even when the control system fails. Step S62 is a step of determining whether or not to maintain the reduction ratio at that time by temporarily stopping the switching of the reduction ratio by turning on the hold switch 65 of the operation panel 6 in the automatic mode, and determining whether the switch 65 is off. Next steps
Proceed to S63. Step S63 is a step of detecting an abnormality of the rack position sensor 42, which is the same as step S1 of FIG. 8. If the operation is normal, the process proceeds to step S64. If the operation is abnormal, the process proceeds to step S71.
Proceed to.

In step S64, the mode switches 61a to 61
The state of 61c is determined, and if the switch 61a or 61b is on and mode 1 or 2 is selected, the process proceeds to step S65.
If the switch 61c is on and mode 3 has been selected, the process proceeds to step S71. In this embodiment, two types of reduction ratio switching maps shown in FIG. 3 are provided according to the work content. In modes 1 and 2, switching according to the engine speed and the engine load is performed using the selected maps. Control is performed.
Mode 3 is a mode in which the control is performed according to only the engine speed using the reduction ratio switching map shown in FIG.

In the case of modes 1 and 2, the current reduction ratio is determined in step S65. If it is a small deceleration, it is determined whether or not the detected rack position Ract is equal to or more than a threshold value Rdown,
If so, the control signal for switching to the large deceleration
Is output to the electromagnetic switching valve 31, and the reduction ratio is switched to the large reduction side. If not, the switching is not performed (step S66). If it is not a small deceleration, it is determined whether or not the detected rack position Ract is less than a threshold value Rup. If it is less than a threshold value, a control signal for switching to the small deceleration is sent from the control device 7 to the electromagnetic switching valve 31. When output, the reduction ratio is switched to the small reduction side, and if not, no switching is performed (step S67).

If the switching has been performed, the completion is confirmed in step S68, and further, in step S69, a time wait is performed until a preset time elapses, and control is performed to prevent the switching from being performed more frequently than necessary. Is facilitated.

Step S71 and subsequent steps are controls using the reduction ratio switching map shown in FIG. 5, in which the rack position sensor 42 fails to detect the engine load but the other parts of the control system are normal, and the mode 3 is selected. And if done. Here, the current reduction ratio is determined in step S71, and if the speed is small, it is determined whether the detected engine speed Nact is less than a threshold value Ndown. A signal is output to the electromagnetic switching valve 31 to switch to the large deceleration side, and if not, switching is not performed (step S72). If it is not a small deceleration, it is determined whether or not the engine speed Nact is equal to or more than a threshold value Nup. If it is not, a control signal for switching to the small deceleration is output from the control device 7 to the electromagnetic switching valve 31. The speed is switched to the small deceleration side, and if not, the switching is not performed (step S73).
Confirmation of switching completion and waiting for time are the same as in the case of mode 1 or 2 (steps S74 and S75).

The above embodiment is an example in which the reduction ratio is two forward stages, but the present invention can be applied to a multi-stage reversing machine having three or more stages.

<Effects of the Invention> As is apparent from the above description, the present invention detects the engine speed and the engine load, and provides a reduction ratio switching map that defines the relationship between the engine speed and the load when switching the reduction ratio. The speed reduction ratio of the speed reduction reversing machine is automatically switched based on the speed reduction ratio, and when the load detection means is abnormal, the speed reduction ratio is switched only by the engine speed using the second speed reduction ratio switching map.

Therefore, not only the engine speed but also the load is used, and automatic switching that is most suitable for the operating conditions is performed, simplifying work and also allowing the engine to always be operated in the appropriate area of engine load, improving work efficiency. I can do it. In addition, even when the load detecting means is abnormal, the control is not disabled, and the cruising and work can be performed while automatically switching the reduction ratio, which is convenient, and the purpose of the automatic operation is not completely impaired. It is.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of the present invention, FIG. 2 is a block diagram of one embodiment, FIG. 3 (a) is a graph showing an example of a reduction ratio switching map, and FIG. FIG. 4 (a) is a graph showing the relationship between the engine speed and the rack position of the fuel injection pump, FIG. 4 (b) is a graph shown in a table, and FIG. FIG. 6 is a diagram showing the second reduction ratio switching map in a graph, FIG. 6 is a diagram showing another example of the reduction ratio switching map in a graph, and FIG. 7 is an explanatory diagram of a calculation method of a workload ratio. FIG. 8 and the following are flowcharts of the control, FIG. 8 is a main routine, FIG. 9 is a load calculation subroutine, FIG.
FIGS. 11A and 11B show a reduction ratio switching subroutine. 1 ... engine, 2 ... propeller, 3 ... deceleration reverser, 4 ...
... Fuel injection pump, 5 ... Remote control handle device, 6 ...
... operation panel, 7 ... control device, 31 ... electromagnetic switching valve, 41
… Electronic governor, 42… Rack position sensor, 43… Rotation sensor, 71… CPU, 72… Memory.

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B63H 21/21 F16H 61/10 F02D 45/00

Claims (1)

(57) [Claims] A deceleration reversing machine for transmitting the rotation of the engine to the propeller at a predetermined reduction ratio; switching means for switching the reduction ratio of the deceleration reversing machine; rotation speed detection means for detecting the rotation speed of the engine; Load detecting means for detecting the load of the engine, and a first means for determining the relationship between the engine speed and the load when switching the reduction ratio.
Control means for outputting a control signal to the switching means based on the speed reduction ratio map stored in the storage means in accordance with the detected engine speed and load. Means for switching a reduction gear reversing machine for a ship, comprising: an abnormality detecting means for detecting an abnormality of the load detecting means; and an engine speed used for switching a reduction ratio when the load detecting means is abnormal. Is stored in the storage means, and when the abnormality detection means detects an abnormality in the load detection means, the second reduction ratio change map is applied. A switching device for a marine reduction reversing machine, characterized in that the reduction ratio is switched by switching.