JP2866899B2 - Marine automatic transmission - Google Patents

Description

The present invention relates to an automatic transmission mechanism for a two-stage speed reducer used in a marine power transmission device.

(B) Conventional technology Conventionally, a technology relating to a two-stage reversing speed reducer for ships has been known.

For example, as disclosed in Japanese Patent Application Laid-Open No. 1-283452.

However, in the prior art, there is no technology for keeping the boat speed constant after automatic gear shifting in two steps.

(C) Problems to be Solved by the Invention An object of the present invention is to provide a marine two-stage reversing speed reducer in which an electronic control unit is attached to an engine, when switching between large speed reduction and small speed reduction is automatically performed. The map for large deceleration and the map for small deceleration corresponding to each case are read from the ROM of the microcomputer, and the regulator of the electronically controlled fuel injection pump is operated in accordance with the maps.

Further, even when the speed ratio switching valve is switched and the speed is changed from the large deceleration to the small deceleration, the switching of the speed ratio switching valve is detected so that the rotation speed of the propeller does not change before and after the switching, The electronic control regulator automatically changes the positional relationship.

(D) Means for Solving the Problems The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.

The large deceleration hydraulic clutch 2 and the small deceleration hydraulic clutch 1 are switched by a speed ratio switching valve 8, and the oil passage is opened and closed by a large and small deceleration switching loose fitting valve 12 so that the clutch is engaged. A regulator circuit 6 for inputting a signal from an accelerator sensor 22 and a hydraulic circuit adapted to adjust the oil passage opening / closing timing of the large / small deceleration switching loose fitting valve 12 and operating a fuel injection pump of the engine; In a transmission mechanism provided with a controller C for outputting operation signals to the valve 8 and the reset solenoid valve 13, a regulator position map corresponding to an accelerator position is provided to the controller C by a large deceleration map i2.
And two types of maps, i.e., a small deceleration map i1, and, as relative characteristics of these maps, an engine speed n2 set by a regulator position R2 on a large deceleration map i2 corresponding to a certain accelerator position A0. A certain accelerator position A0
The relationship with the engine speed n1 set by the regulator position R1 on the small deceleration map i1 corresponding to n2 / n1 =
The ratio is set so as to be a small reduction ratio / a large reduction ratio, and when the clutch is switched, the operation of the reset solenoid valve 13 is waited until the map is switched in the controller C.

(E) Embodiment The problems to be solved and means to be solved by the present invention are as described above. Next, the configuration of the embodiment shown in the attached drawings will be described.

FIG. 1 is a control circuit diagram showing a shift control mechanism of a two-stage speed reducer, FIG. 2 is a control circuit diagram showing another embodiment of a detecting device for a traveling state and a dragnet state, and FIG. FIG. 4 is a side view of an embodiment for detecting a traveling state and a trawl state based on a water level with respect to the hull O, FIG. 5 is a drawing showing an engine speed and an accelerator position in control, FIG. 6 to 10 are control flowcharts showing an embodiment of the control.

1 and 2, an automatic control type fuel injection pump P is arranged on the side of the engine E. The fuel injection amount is adjusted by sliding the regulator disposed inside the automatic control type fuel injection pump P.

The regulator operating arm 19 operates the regulator of the automatic control type fuel injection pump P, and the regulator actuator 6 operates to push and pull the regulator operating arm 19.

A regulator position sensor 7 is disposed on the regulator actuator 6 so as to detect the position of the regulator disposed inside the automatic control type fuel injection pump P at the position of the regulator actuator 6.

A signal indicating the position of the regulator detected by the regulator position sensor 7 is transmitted to the controller C.

The regulator actuator 6 has an input terminal
An instruction signal is transmitted after the determination by the controller C.

The input shaft 17 of the reverse rotation deceleration case M is connected to the crankshaft of the engine E via a flywheel 21, and the rotation of the engine E is input to the input shaft 17.

An engine rotation sensor 9 is arranged on the outer periphery of the flywheel 21 of the engine E, and the controller C inputs and transmits the number of rotations of the engine detected by the engine rotation sensor 9.

Further, a propeller drive shaft 18 for driving the propeller L projects rearward from the reverse rotation deceleration case M, and a propeller rotation sensor 15 for detecting the number of rotations of the propeller drive shaft 18 is provided.

Further, a remote control handle device R is disposed at a position on the deck of the fishing boat where the operator can easily operate the remote control handle device R, and a forward / reverse switching lever 32 and a regulator handle 11 are disposed on the remote control handle device R.

The rotational position of the regulator handle 11 is transmitted to the accelerator sensor 22 via the push-pull wire 24,
The position where the operator operates the regulator handle 11 is transmitted to the controller C as an electric signal.

The forward / reverse switching device 14 is operated via the push-pull wire 23 by the rotation operation of the forward / reverse switching lever 32, and the forward / reverse switching valve 5 in FIG. 3 is switched.

The forward / reverse switching is configured to be manually operated by an operator operating the forward / backward switching lever 32, and the forward / backward switching valve 5 is not automatically switched.

Further, a forward position sensor 16 for detecting the rotational position of the forward / reverse switching device 14 is provided.
Is also transmitted to the controller C.

The detection signals from the regulator position sensor 7, the engine rotation sensor 9, the propeller rotation sensor 15, and the forward position sensor 16 are input to the controller C, and the microcomputer in the controller C determines the instruction signal. 6 and a speed ratio switching actuator 30 for switching the speed ratio switching valve 8
The instruction signal is transmitted to the.

The regulator of the automatic control type fuel injection pump P is slid by the regulator actuator 6 to change the rotation speed, and the speed ratio switching valve 30 and the reset solenoid valve 13 are simultaneously operated by the speed ratio switching actuator 30. ing.

 Next, a hydraulic circuit diagram will be described with reference to FIG.

The pressure oil discharged from the hydraulic oil pump 4 is switched to three positions of forward, reverse and neutral through a forward / reverse switching valve 5.

When the vehicle is switched to reverse, pressure oil flows into the reverse hydraulic clutch 3 and the reverse rotation deceleration case M outputs reverse rotation to the propeller drive shaft 18.

When the mode is switched to forward, the pressure oil is supplied to either the large reduction hydraulic clutch 2 or the small reduction hydraulic clutch 1. This switching is performed by a speed ratio switching constituted by an electromagnetic valve. This is performed by switching the valve 8 by a signal from the controller C.

Also, a signal is transmitted to the reset solenoid valve 13 slightly later than the signal to the speed ratio switching valve 8, and the operation oil pressure is gradually increased by the large / small deceleration switching slow-fitting valve 12. is there.

The forward / reverse switching slow-fitting valve 10 is used when the hydraulic oil flows into one of the large reduction hydraulic clutch 2, the small reduction hydraulic clutch 1, or the reverse hydraulic clutch 3 when the forward / reverse switching valve 5 is switched. In this case, the hydraulic pressure is gradually increased to gradually join the hydraulic clutch.

In the above-described configuration, the two-stage speed reducer is configured so that the rotation speed of the propeller L does not change before and after switching between large speed reduction and small speed reduction.

That is, in the conventional two-stage speed reducer, the selective connection of the large reduction hydraulic clutch 2 or the small reduction hydraulic clutch 1 by the speed ratio switching valve 8 is the rotation as set by the regulator handle 11, and the speed ratio switching valve There was no change before and after the rotation of FIG.

On the other hand, in the present embodiment, the controller C
In the ROM constituting the microcomputer, two maps, i.e., the large deceleration map i2 and the small deceleration map i1, are stored.

Therefore, when the speed ratio switching valve 8 is switched to switch between the large reduction hydraulic clutch 2 and the small reduction hydraulic clutch 1, the maps are automatically changed to the large reduction map i2 and the small reduction map i1. It is switched to.

By switching between the large deceleration map i2 and the small deceleration map i1, even if the position of the regulator handle 11 is not changed, an operation signal is transmitted from the controller C to the regulator actuator 6 and automatically adjusted. 6 is operated, the regulator operating arm 19 rotates, and the regulator inside the automatic control type fuel injection pump P moves.

That is, in FIG. 5, if the accelerator position is A0 by the regulator handle 11, the position of b on the small deceleration map i1 in the case of small deceleration, the regulator position is R1 and the engine E The rotation speed becomes n1.

When this is switched to the large deceleration side by the speed ratio switching valve 8, the map is automatically switched from the small deceleration map i1 to the large deceleration map i2. R2, and the number of revolutions becomes n2.

Since the ratio n2 / n1 is equal to the ratio of the large deceleration / small deceleration, the speed of the propeller drive shaft 18 does not change before and after the shift by the electromagnetic speed ratio switching valve 8. is there.

In addition, between the time immediately after the switching of the speed ratio switching valve 8 and the time immediately before the engagement of the large reduction hydraulic clutch 2 and the small reduction hydraulic clutch 1, the hydraulic oil supplied to the hydraulic clutch is reduced in pressure to gradually increase the pressure. The operation of the loose fitting valve 12 is temporarily stopped, and the propeller rotation speed before and after the switching of the speed ratio switching valve 8 is controlled to be constant.

In particular, when the speed is changed from the large deceleration state in which the large deceleration hydraulic clutch 2 is engaged to the small deceleration state in which the small deceleration hydraulic clutch 1 is engaged, the number of revolutions of the engine E drops from high rotation to low rotation. In the direction.

If there is no automatic switching mechanism, the rotation speed of the propeller L tends to increase from low rotation to high rotation.

In this case, when the small deceleration hydraulic clutch 1 is engaged faster than reducing the rotation speed of the engine E, the engine E
If the rotation speed of the propeller L is not decreased, the rotation of the propeller L will increase, so that the fitting shock is large and engine stall may occur.

Therefore, in this case, when the large speed reduction hydraulic clutch 2 is engaged, when the small speed reduction hydraulic clutch 1 is engaged, the large speed reduction map i2 is changed to the small speed reduction map i1, and the rotation of the engine E is reduced. The operation of the speed ratio switching valve 8 is delayed so that the low speed reduction hydraulic clutch 1 is engaged when the vehicle descends and the rotation speed becomes low.

Then, the signal operated in this manner is sent to the controller C
Is stored in the ROM.

Conversely, when the speed ratio switching valve 8 is switched from small deceleration to large deceleration, the rotation speed of the engine E changes from low rotation to high rotation, and the rotation speed of the propeller L changes from high speed to low speed. It is in the direction.

In this case, if the large deceleration hydraulic clutch 2 is still engaged after the engine E has increased in rotational speed, the load on the propeller L acts in an excessive load direction.

Therefore, in this case, the switching from the large reduction hydraulic clutch 2 to the small reduction hydraulic clutch 1 is performed first, and the rotational speed of the engine E gradually increases after the small reduction hydraulic clutch 1 is joined. However, an overload condition of the engine E does not occur.

In order to create this state, a command for this state is stored in the ROM of the microcomputer of the controller C, and the small reduction hydraulic clutch 1
At the time of switching, the large-small deceleration switching loose fitting valve 12 is configured to switch from the large-deceleration hydraulic clutch 2 to the small-deceleration hydraulic clutch 1 after the fitted state ends first. -ing

The interval before and after this is short, and in fact, the switching between the small reduction hydraulic clutch 1 and the large reduction hydraulic clutch 2 is performed without generating an overload and keeping the rotation speed of the propeller L substantially the same. It becomes.

In such a configuration, assuming that the rotation setting range of the regulator handle 11 is from Amin to Amax in FIG. 5,
The section is divided into three sections, the trolling mode is set from Amin to A1min, the towing state is set from A1min to A2max, and the cruising state is set from A2max to Amax.

A1mi, which is the lowest engine speed in the small deceleration map i1
The trolling mode is set to n or less, and in the trolling mode, only the large deceleration state based on the large deceleration map i2 is used. In the trolling mode, the ship obtains a rotation of the propeller L that balances the incoming wave and the speed of the wind so as not to move a point on the sea.

Next, in the towing net state, a large deceleration is basically set, and a small deceleration is selected according to the load of the engine E.

Next, in the cruising state, priority is given to small deceleration, and when the load becomes large, switching to large deceleration is performed.

In the trolling state, only large deceleration is performed, but in the towing net state, large deceleration must be decelerated, and when the load becomes small, small deceleration must be performed.

Further, in the case of the running state, it is necessary to give priority to small deceleration, and to shift to large deceleration when the load becomes large.

In FIG. 6, first, trolling state A1min
It is determined whether or not ≦ A ≦ Amax. If there is no time during this period, the vehicle is in the trolling state, and only large deceleration is performed.

Next, in the case of the above accelerator position, the controller C determines whether the state is a tow net state or a cruising state based on the values detected by the stern water level sensor S1, the rack position sensor S2, and the exhaust temperature sensor S3 provided in each section. It is determined by

If it is determined that the vehicle is accelerating or in a dragnet state, it is determined that the vehicle is in a large deceleration state.

A speed switching sensor S for detecting a switching position between large deceleration and small deceleration in each of the towing net state and the traveling state is provided.

In FIG. 1, an exhaust temperature sensor S3 and a position of a clutch operated by a regulator of an automatic control type fuel injection pump P are used as a speed change sensor S for switching between large deceleration and small deceleration. Detected by

Since the engine speed is obtained by the engine speed sensor 9, the engine speed is compared with the rack position, or the engine speed and the exhaust temperature are compared and controlled.

A flowchart of the control by the exhaust temperature sensor S3 and the rack position sensor S2 is shown in FIG.

In FIG. 10, first, it is determined whether or not the forward switch is ON. In the case of reverse travel, the control is not performed.

Next, it is determined whether or not the vehicle is in a small deceleration state, and in the case of a small deceleration, it is determined whether or not the engine speed Ne is equal to or higher than a fixed speed No 'determined as a fixed value.

In the case where the rotation speed is equal to or higher than the constant rotation speed No ', it is determined whether or not it is necessary to shift to a large deceleration.
Judge by

If the rack position or the exhaust temperature X is larger than a set value Xo set to a large load, it is determined that it is necessary to shift to a large deceleration.

However, if the switching connection of the hydraulic clutch is performed immediately at the same rotation speed, the engine rotation speed is too high and an impact occurs when the large-speed reduction hydraulic clutch 2 is connected. First reduce to several Ns and switch from small deceleration to large deceleration.

Next, the small deceleration map i1 is switched to the large deceleration map i2, and the regulator actuator 6 is moved to a position designated by the regulator handle 11, thereby obtaining a predetermined engine speed.

When set to large deceleration, the engine speed Ne
Is determined to be lower than the constant rotational speed No in the case of large deceleration, and if not, it is necessary to make a determination on the side of small deceleration, so the control is returned to the starting point.

Engine speed Ne rather than constant speed No in case of large deceleration
Is low, it is determined that the load is small. Large deceleration is switched to small deceleration. At the time of switching from the large deceleration hydraulic clutch 2 to the small deceleration hydraulic clutch 1, since the engine speed has been changed from the high speed to the low speed side, an operation is performed to reduce the engine speed to the safely connectable speed Ns. There is no need.

Then, the map is switched from the large deceleration map i2 to the small deceleration map i1, and the regulator is controlled to a position corresponding to the rotation speed set by the regulator handle 11.

Next, a case where large deceleration and small deceleration are switched by a signal from the stern water level sensor S1 will be described with reference to FIGS.

In this case, most of the flowcharts are the same as those in FIG.

First, it is determined whether or not the forward switch is ON. If the vehicle is moving backward, the control is not performed. Next, it is determined whether or not the vehicle is in a small deceleration state. In the case of the small deceleration, it is determined whether or not the engine speed Ne is equal to or more than a fixed speed No 'which is a constant value in the case of the small speed reduction. In the case where the rotational speed is equal to or higher than the predetermined rotational speed No ', it is determined whether or not it is necessary to shift to a large deceleration based on the stern water surface position H and the set water surface position Ho.

If the stern water surface position H is larger than the set water surface position Ho where the load is set to be large, it is determined that it is necessary to shift to a large deceleration.

However, if the switching of the hydraulic clutch is immediately performed at the same rotation speed, the engine rotation speed is too high and an impact occurs when the large-speed reduction hydraulic clutch 2 is connected. First reduce to several Ns and switch from small deceleration to large deceleration.

Next, the small deceleration map i1 is switched to the large deceleration map i2, and the regulator actuator 6 is moved to a position designated by the regulator handle 11, thereby obtaining a predetermined engine speed.

When set to large deceleration, the engine speed Ne
Is determined to be lower than the constant rotational speed No in the case of large deceleration, and if not, it is necessary to make a determination on the side of small deceleration, so the control is returned to the starting point.

Engine speed Ne rather than constant speed No in case of large deceleration
If is low, it is determined that the load is small, and large deceleration is switched to small deceleration. When the large deceleration hydraulic clutch 2 is switched to the small deceleration hydraulic clutch 1, the engine speed is changed from high speed to low speed. Therefore, it is necessary to perform an operation to reduce the engine speed to the safe connectable speed Ns. There is no.

Then, the map is switched from the large deceleration map i2 to the small deceleration map i1, and the regulator is controlled to a position corresponding to the rotation speed set by the regulator handle 11.

In the flowchart of FIG.
Ne and the boat speed V are detected by a sensor, and switching is made between large deceleration and small deceleration depending on whether the boat speed V is larger or smaller than the boat speed Vo set as a heavy load.

Other controls are the same as those in FIGS. 9 and 10.

In the flowchart of FIG. 7, the position of the regulator is compared with the engine speed Ne.
The configuration is such that when the load falls below a certain level Δn which is set as a large load, a large deceleration is performed, and when the engine speed Ne is a predetermined value or less, a small deceleration is performed.

When the engine rotation speed Ne is equal to or higher than the safe connection possible rotation speed Ns, control is performed to lower the engine rotation speed to the safe connection possible rotation speed Ns when switching from small deceleration to large deceleration.

(F) Effects of the Invention The present invention is configured as described above, and has the following effects.

First, in the magnitude switching of the clutch, before the clutch is switched, that is, before the change of the reduction ratio is performed,
Since the setting of the engine speed is changed so as to keep the propeller speed constant, the boat speed can be kept constant without the propeller speed rapidly increasing or decreasing when the clutch is switched.

Second, when the clutch is switched, the controller C
The operation of the reset solenoid valve 13 is made to wait until the map is changed within the range, so that the hydraulic oil supplied to the hydraulic clutch is gradually reduced by pressure until just before the large-speed reduction hydraulic clutch 2 and the small-speed reduction hydraulic clutch 1 are engaged. The operation of the large / small deceleration switching loose fitting valve 12 for temporarily increasing the pressure is temporarily suspended, and at the moments before and after the switching of the speed ratio switching valve 8, the propeller rotation speed is controlled to be constant, and the excess applied to the propeller is controlled. This makes it possible to eliminate the load.

[Brief description of the drawings]

FIG. 1 is a control circuit diagram showing a shift control mechanism of a two-stage speed reducer,
FIG. 2 is a control circuit diagram showing another embodiment of a detecting device for a traveling state and a trawl net state, FIG. 3 is a hydraulic circuit diagram for operating a two-stage speed reducer, and FIG. FIG. 5 is a side view of an embodiment for detecting a running state and a towing net state, FIG. 5 is a drawing showing an engine speed and an accelerator position in control, and FIG.
FIG. 10 is a control flowchart showing an embodiment of control. 1 small deceleration hydraulic clutch 2 large deceleration hydraulic clutch 5 forward / reverse switching valve 8 speed ratio switching valve 10 forward / reverse switching slow-fitting valve 12 large / small deceleration switching loose-fitting valve i1 … Small deceleration map i2 …… Large deceleration map

──────────────────────────────────────────────────の Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B63H 23 / 02 B63H 23/06 B63H 23/30 B60K 41/04-41/18

Claims (1)

(57) [Claims] A large-speed reduction hydraulic clutch 2 and a small-speed reduction hydraulic clutch 1 are switched by a speed ratio switching valve 8 and an oil passage is opened and closed by a large-small / low speed reduction switching loose fitting valve 12 to engage the clutch. A hydraulic circuit adapted to adjust the oil passage opening / closing timing of the large / small deceleration switching loose fitting valve 12 and a signal from an accelerator sensor 22 are input by a reset solenoid valve 13 and a regulator actuator 6 for operating a fuel injection pump of the engine. A controller C for outputting operation signals to the speed ratio switching valve 8 and the reset solenoid valve 13
In the speed change mechanism, the controller C stores a regulator position map corresponding to the accelerator position in two types, a large deceleration map i2 and a small deceleration map i1, and, as a relative characteristic of these maps, a certain accelerator position A0 The engine speed n2 set by the regulator position R2 on the large deceleration map i2 corresponding to, and the engine speed n1 set by the regulator position R1 on the small deceleration map i1 corresponding to the same accelerator position A0 Is n2
/ n1 = small reduction ratio / large reduction ratio, and the operation of the reset solenoid valve 13 is waited until the map is switched in the controller C at the time of clutch switching. mechanism.