JP5058765B2 - Marine propulsion device - Google Patents

Description

  The present invention is a marine propulsion device (for example, a Z-type propulsion device, a pod propulsion device, an azimuth thruster, etc.) provided with a propeller wing and rotatably provided on the bottom of a vessel to propel and steer the vessel. The other end of the output shaft, which can be fitted to and detached from the input shaft with a clutch, is provided with a lubricating oil pump that serves as a base load for rotation, preventing the output shaft from rotating when the clutch is disengaged, and slip control by the clutch ( The present invention relates to a marine vessel propulsion apparatus that stabilizes output shaft rotation speed control and enables clutch cooling by supplying lubricating oil.

  As a marine propulsion device for propelling a ship, a type that is provided outside the ship bottom and can perform both propulsion and steering of the ship is known. For example, the power from the engine provided in the ship is substantially Z-shaped. Z-type propulsion devices are widely used that transmit through a transmission path in the form of a crank (crank shape) and rotate the propeller outside of a swivel cylinder provided on the bottom of the ship.

  Patent Document 1 below discloses an example of a ship propulsion device that is such a Z-type propulsion device. This ship propulsion device prevents the rotation of the output shaft when the input shaft is idling to prevent the thrust from being applied to the hull, stabilizes the output shaft rotation speed in the slip control, and causes a hunting phenomenon in the hull. In order to prevent this and improve the steering performance of the ship, the following configuration is provided.

  That is, as shown in FIG. 5, the swivel cylinder 11 is provided on the stern bottom of the ship so as to be able to turn around the rotation axis in the vertical direction. Inside the ship, above the swivel cylinder 11, an input shaft 2 linked to the engine and an output shaft 3 arranged so that the input shaft 2 and the axis coincide with each other are arranged. The input shaft 2 and the output shaft 3 A power transmission clutch 4 is provided between the one end portions. A drive shaft 8 is provided along the vertical direction orthogonal to the output shaft 3 in the bottom of the stern of the ship and inside the swivel cylinder 11, and the output shaft 3 and the drive shaft 8 are linked via bevel gears 6 and 9. It is connected. A propulsion shaft 10 is arranged in a direction perpendicular to the drive shaft 8 at the bottom of the inside of the swivel cylinder 11, and the drive shaft 8 and the propulsion shaft 10 are interlocked and connected via a bevel gear. A propeller blade (propeller) 12 is provided at the end of the propulsion shaft 10 projecting outside the swivel cylinder 11. Therefore, if the clutch 4 is connected, the driving force of the engine (not shown) is transmitted from the input shaft 2 to the output shaft 3, and further transmitted from the driving shaft 8 to the propulsion shaft 10 to rotate the propeller blades 12 to the ship. Give propulsion. Furthermore, this ship propulsion apparatus is connected to the other end portion of the output shaft 3 via a base load clutch 5 and a load applying mechanism that applies a light load to the rotation of the output shaft 3 in a fitted state. The load applying mechanism is accommodated in the housing H. Reference numeral 7 denotes a rotation speed detection device.

As described above, the marine propulsion device is provided with the base load clutch 5 that applies resistance to the output shaft 3 in a fitted state and applies a light load to the rotation of the output shaft 3. Can solve various problems.
That is, since a wet multi-plate type clutch is employed for the clutch 4, if the input shaft 2 receiving power from the engine rotates at, for example, a rotational speed of 400 min ⁻¹ , the clutch 4 is disengaged. Even so, the output shaft 3 causes a so-called revolving that gently rotates (at a rotation speed of about 20 min ⁻¹ ) due to the viscosity of the lubricating oil filled between the clutch plates. Even if the rotation is idle rotation, the output shaft 3 rotates slowly, and a small thrust is generated in the hull, which deteriorates the steering performance of the ship.

In addition, since the input shaft 2 connected to the engine cannot be rotated at a fine speed equal to or lower than the idle rotation number, the rotation of the output shaft 3 is performed when the input shaft rotation number is constant, for example, 400 min ^−1. When it is desired to variably slip-control the number in the range of, for example, 100 to 350 min ⁻¹ , the output shaft rotational speed may not be stable at the desired rotational speed, which causes the hull to cause a hunting phenomenon, This will reduce the steering performance.

However, since the marine propulsion device described above is provided with the base load clutch 5 that applies resistance to the output shaft 3 in a fitted state and applies a light load to the rotation of the output shaft 3 as described above. The rotation of the output shaft 3 when the engine 2 is idling is prevented to prevent the generation of thrust on the hull, and the rotation speed of the output shaft 2 is stabilized in the slip control to cause a hunting phenomenon in the hull. It is possible to prevent the situation and improve the steerability of the ship.
JP 2005-53324 A

  In the marine propulsion device described in Patent Document 1 described above, during slip control, the clutch plate of the clutch may be overheated and damaged due to heat generated by slip particularly in a high-load slip (a large slip loss). In order to prevent this from occurring, it is necessary to provide a dedicated lubricating oil pump in order to supply the cooling lubricating oil to the clutch. Further, when the ship is towed with the clutch released and the input shaft not rotating, the propeller blades rotate freely and the respective parts rotate accordingly, so that lubricating oil is supplied to these rotating parts. There was a need to provide an electric lubricating oil pump. The cost of providing a dedicated lubricating oil pump independent of these marine propulsion systems is large, raising the price of the marine propulsion device as a whole, and complicating and costing maintenance.

  Accordingly, in order to solve the above-described problems, the present invention provides a marine propulsion device that includes a propeller blade and is provided rotatably on the bottom of a ship and performs propulsion and steering of the ship. When slip control is performed with the clutch in the above, a lubricating oil pump with an adjustable set hydraulic pressure is provided on the output shaft side, and the lubricating oil is supplied to the clutch to efficiently cool, thereby increasing the effectiveness of the slip control. The purpose is that.

The marine propulsion device described in claim 1 is:
A swivel cylinder provided on the bottom of the ship so as to be capable of turning in a horizontal plane, an input shaft for transmitting power from the engine, an output shaft arranged so as to coincide with the input shaft in an axial direction, and the input shaft; A clutch provided between one end of the output shaft, a drive shaft that is at least partially housed in the swivel tube and interlocked and coupled perpendicularly to the output shaft, and housed in the swivel tube and A propulsion shaft that is interlocked and coupled perpendicularly to the drive shaft, a propeller blade that is disposed outside the swivel cylinder and rotates in conjunction with the propulsion shaft;
A marine vessel propulsion device for propulsion and steering of a vessel ,
A lubricating oil pump is linked to the other end of the output shaft,
In the case of performing slip control that continuously varies the transmission state of the driving force from the input shaft to the output shaft by changing the connection state of the clutch, the set hydraulic pressure of the lubricating oil pump is set to at least the clutch In a marine propulsion device that adjusts to a set oil pressure that can be cooled by supplying lubricating oil to
In the slip control, the set hydraulic pressure of the lubricating oil pump is relatively increased in the case of rapid deceleration, and the set hydraulic pressure of the lubricating oil pump is relatively decreased in the case of slow deceleration. It is characterized by adjusting the load applied to the input shaft .

The marine propulsion device according to claim 2 is the marine propulsion device according to claim 1 ,
At least when the clutch is released, the set oil pressure of the lubricating oil pump is adjusted to a set oil pressure that applies a load to the output shaft so that the output shaft does not rotate following the rotation of the input shaft. It is said.

The marine propulsion device according to claim 3 is the marine propulsion device according to claim 2 ,
When the clutch is directly connected, the set oil pressure of the lubricating oil pump is adjusted to a minimum pressure.

The marine propulsion device according to claim 4 is the marine propulsion device according to claim 3 ,
When the clutch is released, the input shaft does not rotate, and the ship is towed, the set oil pressure of the lubricating oil pump is reduced by the rotation of the output shaft due to the propulsion blades rotating. It is characterized by adjusting the set oil pressure so that supply can be performed.

According to the marine propulsion device described in claim 1, slip control that controls the rotational speed by continuously changing the transmission state of the driving force from the input shaft to the output shaft by changing the engagement state of the clutch. In the rotational speed control), it is possible to supply at least the required amount of lubricating oil to the clutch by appropriately adjusting the set hydraulic pressure of the lubricating oil pump, and thereby the clutch plate of the clutch that has generated heat due to the slip control. Therefore, the clutch plate can be prevented from being overheated and the clutch can be prevented from being damaged, and the slip control can be effectively performed. Further, in the case of sudden deceleration by the slip control, the set oil pressure of the lubricating oil pump is relatively increased, and in the case of slow deceleration, the set oil pressure of the lubricating oil pump is relatively decreased, thereby the output shaft. Can be adjusted.

According to the marine propulsion device described in claim 2 , in addition to the effect of the marine propulsion device according to claim 1 , at least when the clutch is released, the output shaft is adjusted by adjusting the set hydraulic pressure of the lubricating oil pump. It does not rotate (follow) following the rotation of the input shaft, and a small thrust is generated in the hull, resulting in reduced ship steering performance or a stopped ship moving. Various disadvantageous phenomena are prevented.

According to the marine propulsion device described in claim 3 , in the effect of the marine propulsion device according to claim 2 , when the clutch is directly connected, the set hydraulic pressure of the lubricating oil pump is adjusted to the minimum pressure. The load on the output shaft is minimized, the generation of useless power loss is prevented, and the minimum pressure required for supplying lubricating oil inside the device is ensured.

According to the marine propulsion device described in claim 4 , in the effect by the marine propulsion device according to claim 3 , when the clutch is further released, the input shaft does not rotate, and the vessel is towed, The set oil pressure of the lubricating oil pump is set to a low pressure, and an appropriate load is applied to the rotating output shaft by the propeller blades rotating freely, and the lubricating oil is driven to supply the lubricating oil to the rotating part. Burnout due to cutting can be prevented.

Hereinafter, an embodiment (this example) of the present invention will be specifically described with reference to the drawings.
FIG. 1 is a cross-sectional view of the upper drive mechanism in the swivel cylinder in one implementation of the marine propulsion device according to the present example, and FIG. FIG. 3 is a hydraulic circuit diagram of the lubricating oil pump in this example, and FIG. 4 is another example of the hydraulic circuit diagram of the lubricating oil pump in this example.

  The marine propulsion device 1 of this example is a device of a type that is provided outside the bottom of the vessel and can propel and steer the vessel, and transmits the power from the engine provided in the vessel in a substantially Z-shape (crank shape). This is a Z-type propulsion device that transmits by a route and rotates a propeller outside a swivel cylinder provided on the bottom of the ship, and in this respect, has the same configuration as the marine propulsion device described in the background art section, In the structure of the side, it has a different part from the past. Therefore, in the following description, the description will focus on the characteristic portions of the marine propulsion device of the present example, and the present example also has the same configuration with respect to the drive system ahead of the swivel cylinder 11 and the vertical drive shaft 8 in the conventional example. The same reference numerals as those of the conventional example are used, and the illustrations and descriptions in the conventional example can be used.

  The principal part of the ship propulsion apparatus 1 of this example is shown in FIG. On the bottom of the stern of the ship, a turning cylinder 11 that can turn around the drive shaft 8 is provided to protrude outward from the hull. On the bottom of the stern in the ship, above the swivel cylinder 11, an input shaft 2 that transmits power from the engine and an output shaft 3 that is arranged so that the axis line coincides with the input shaft 2 are disposed. A power transmission clutch 4 is provided between one end of the input shaft 2 and the output shaft 3.

  The clutch 4 of this example is composed of a wet multi-plate clutch, which is composed of a plurality of clutch plates 30a (input side) and steel plates 30b (output side), and between the friction surfaces of the plates 30a and 30b. There is always lubricating oil such as oil. When the clutch 4 is connected, the friction surfaces of the plates 30a and 30b are pressed against each other, and the torque of the input shaft that is driven and rotated by the engine is transmitted from the clutch plate 30a to the steel plate 30b. This is transmitted to the output shaft 3 through the drive ring 31 and rotated.

  A drive shaft 8 is provided along the vertical direction orthogonal to the output shaft 3 in the bottom of the stern of the ship and inside the swivel cylinder 11, and the output shaft 3 and the drive shaft 8 are linked via bevel gears 6 and 9. It is connected. The configuration of the horizontal propulsion shaft 10 linked to the vertical drive shaft 8 and the propeller blades 12 connected to the propulsion shaft 10 and rotating outside the swivel cylinder 11 are as described in the background art. If the clutch 4 is connected, the driving force of the engine is transmitted from the input shaft 2 to the output shaft 3, and further transmitted from the driving shaft 8 to the propulsion shaft 10 to rotate the propeller blades 12 to give propulsion to the ship. . If the turning cylinder 11 is turned by a turning drive mechanism (not shown), it is possible to perform steering that arbitrarily determines the traveling direction of the ship.

  In the above configuration, the input shaft 2, the output shaft 3, the drive shaft 8, and the propulsion shaft 10 are naturally supported by the bearings 32, and the input shaft 2, the output shaft 3, the clutch 4, and the drive shaft 8 and the bevel gears 6 and 9 are housed in the casing 33.

Next, the configuration on the output shaft 3 side, which is a feature of the marine propulsion device 1 of this example, will be described.
As shown in FIG. 1, a lubricating oil pump 17 is interlocked and connected to the other end of the output shaft 3, that is, the end opposite to the one end to which the clutch 4 is attached. That is, the drive gear 34 is attached to the other end portion of the output shaft 3 in the casing 33, and the driven lubricating oil pump 17 is attached to the outside of the casing 33. The rotating shaft of the lubricating oil pump 17 is inserted into the casing 33, and a driven gear 35 attached to the end of the lubricating oil pump 17 meshes with the drive gear 34 in the casing 33. Therefore, if the output shaft 3 rotates, the lubricating oil pump 17 is driven, and the lubricating oil can be sent to a predetermined supply object with the set hydraulic pressure and discharge amount, and the rotating output shaft 3 rotates. The load for is given.

  The lubricating oil discharged from the lubricating oil pump 17 generates heat due to slippage of the plates 30a and 30b when slip control (rotational speed control) is performed in the clutch 4, and the clutch plate 30a (input side) which tends to overheat and The steel plate 30b (output side) is supplied. Further, the rotating portion of the apparatus 1, specifically, the bearings 32 that support the shafts 3, 4, 8, etc., and the rotating devices such as the bevel gears 6, 9 are supplied.

  The lubricating oil pump 17 is configured such that the set pressure can be appropriately adjusted by a control means (not shown) according to the operating state of the marine propulsion device 1 of the present example, and thereby, according to the operation of the marine propulsion device 1. According to the state of the clutch 4, an appropriate load is applied to the output shaft 3, and supply of lubricating oil according to the operating state of the marine propulsion device 1 can be realized by supplying lubricating oil from the driven lubricating oil pump 17. .

Hereinafter, the adjustment of the set pressure according to the operating state of the marine propulsion device 1 of this example and the supply of the lubricating oil by this will be described.
1. When the clutch is disengaged As described in the background art section, the output shaft has conventionally been rotated when the clutch is disengaged. However, in this example, since the lubricating oil pump 17 is connected to the output shaft 3, the output shaft A load for driving the lubricating oil pump 17 is applied to the rotation 3. Specifically, while the rotational speed of the output shaft 3 is equal to or lower than a certain rotational speed (for example, 150 min ⁻¹ ), the hydraulic pressure of the lubricating oil pump 17 is increased to some extent to give a light base load load to the output shaft 3, The rotation of the output shaft 3 is prevented. For example, if the minimum hydraulic pressure required for lubrication of the rotating device is 0.5 MPa, the set hydraulic pressure of the lubricating oil pump 17 is set to 0.5 MP or more to prevent the accompanying rotation when the clutch is disengaged. . In this case, the dragging element due to the viscosity of the lubricating oil can be eliminated, so that the output shaft speed control can be stabilized when the slip control described below is performed. .

2. In the case of rotational speed control (slip control) Slip control is a control method in which the rotational speed of the output shaft 3 is controlled by gradually changing the connection state of the clutch 4 and continuously changing the transmission state of the driving force. However, in this example, in this control method, when performing a deceleration adjustment that shifts from a relatively low slip state (high rotation) to a large slip state (low rotation), the lubricating oil depends on the degree of the deceleration adjustment. It is assumed that the set pressure of the pump 17 is appropriately adjusted and an appropriate load is applied to the output shaft 3. Specifically, a high set pressure is set when a rapid deceleration is required, and a moderate to low set pressure is set when a gentle (slow) deceleration is performed.
Hereinafter, more specific calculation examples will be shown and described.

First, FIG. 2 shows the rotational speed-time change of the steering wheel operation during deceleration in the rotational speed control (slip control) of this example, and a large change amount of Δn / Δt is large. (1) is an operation during rapid deceleration, Δn The change of / Δt is small (2) The part is the operation for slow deceleration.
A signal proportional to Δn / Δt is input to the electromagnetic proportional relief valve 20 shown in FIGS. 3 and 4, and the set pressure of the lubricating oil pump 17 can be adjusted.

When rapid deceleration is required Input shaft 2 speed 400 rpm
Number of rotations of output shaft 3 300 → 150 rpm (Δ150 rpm)
Set pressure 7MPa (example)
Discharge rate 300L / min
Load (oil power) 35kW
This numerical example is a case where the vehicle is suddenly decelerated in the slip control, and a load (oil power) necessary for rapid deceleration can be applied to the output shaft 3 by setting a high pressure. Therefore, the output shaft 3 can stably decelerate, and can circulate oil in a lubricating circuit to a rotating device, a clutch, and the like to cool it.

In the case of slow deceleration, the rotational speed of the input shaft 2 is 400rpm
Number of rotations of output shaft 3 300 → 280 rpm (Δ20 rpm)
Set pressure 1 MPa (example)
Discharge rate 300L / min
Load (oil power) 5kW
This numerical example is a case where gentle deceleration is performed in the slip control, the load is controlled by relatively reducing the pressure, and the oil can be circulated and cooled in the lubricating circuit to the rotating equipment, the clutch, etc. .

  As described above, in the deceleration adjustment of the slip control, the load is controlled by adjusting the pressure of the lubricating oil pump 17 according to the slip state of the clutch 4, so that the response at the time of deceleration is further improved than before. More appropriate slip control can be realized, and the rotating device and the clutch 4 can be cooled simultaneously.

3. When the clutch is directly connected When the clutch 4 is directly connected, the set hydraulic pressure of the lubricating oil pump 17 is automatically set to the minimum pressure, the load on the output shaft 3 is minimized, and unnecessary power loss is prevented. Even if the set pressure of the lubricating oil pump 17 is minimum, the required amount of lubricating oil can be supplied to the rotating equipment of the apparatus 1 by the lubricating oil supplied from now on. If the specific numerical example similar to the numerical example mentioned above is given, the set pressure of the lubricating oil pump 17 is 0.5 MPa. In this case, since the clutch 4 is directly connected, there is no slip and no heat is generated by the slip. Therefore, in this case, the supply of the lubricating oil may be performed only by the rotating device, and the supply of the lubricating oil to the clutch 4 may be stopped.

4). During towing At the time of towing, the clutch 4 is released and the input shaft 2 is not rotating (in a state where the driving force is 0). In this way, in a state where the propulsion device is not driven and pulled by another ship, the propeller blade (propeller) 12 rotates freely, so that the set pressure of the lubricating oil pump 17 is set to a relatively low pressure (in the numerical example described above). If it is learned, for example, it is set to 0.5 MPa), and the output shaft 3 is rotated by the idle rotation of the propeller blade (propeller) 12 to drive the lubricating oil pump 17, and the lubricating oil is supplied to the rotating device described above at a low pressure. In this case, the lubricating oil is supplied not only to the rotating device but also to the clutch 4 to prevent the plate from burning.

  Further, when two marine propulsion devices 1 of this example are provided and interlocked with two engines, one engine and the marine propulsion device 1 are stopped, and the other engine and the marine propulsion device 1 are operated. When the vessel is propelling, the propulsion blade 12 of the marine propulsion device 1 that has stopped is idle, so if the necessary pressure can be set in the lubricating oil pump 17, the lubricating oil is supplied to the rotating equipment. Can do. Even when the two sets of the engine and marine propulsion device 1 are stopped and towed by being pulled by another ship, each propeller blade 12 rotates freely, so that each rotation is possible if the necessary pressure can be set for each lubricating oil pump 17. It is possible to supply lubricant to the equipment.

  3 and 4 show examples of the hydraulic circuit of the lubricating oil pump 17 in the apparatus 1 of this example. In the case of towing, there are two cases in which the propeller blades rotate in one direction and in both forward and reverse directions. In the case of one-way rotation, the hydraulic circuit shown in FIG. 3 can be adopted, and in the case of forward and reverse bidirectional rotation, the hydraulic circuit shown in FIG. 4 can be adopted. In these hydraulic circuit diagrams, 16a is a drive shaft of the lubricating oil pump 17, 17 is a lubricating oil pump 17, 18a is a check valve (suction side a), 18b is a check valve (suction side b), and 18c is a check. Valve (discharge side c), 18d is a check valve (discharge side d), 19 is a suction strainer, 20 is an electromagnetic proportional relief valve, 21 is a two-position three-way switching solenoid valve, 22 is a drain circuit, 23 is a rotating device, This is a lubrication circuit for a clutch or the like.

  As described above, according to the marine propulsion device 1 of the present example, by adjusting the set pressure of the lubricating oil pump 17 according to the state of the clutch 4, an appropriate load is applied to the output shaft 3 and the accompanying rotation is performed. Multipurpose functions such as preventing slipping and further improving the response of slip control to stabilize the control, and at the same time preventing overheating of the clutch by supplying lubricating oil and ensuring lubrication of rotating equipment. Can be realized.

FIG. 1 is a cross-sectional view of an upper drive mechanism in a swivel cylinder in an embodiment of a marine propulsion device according to this example. FIG. 2 is a diagram illustrating a change in the rotational speed of the steering wheel operation with time during deceleration in the rotational speed control (slip control) in this example. FIG. 3 is a hydraulic circuit diagram of the lubricating oil pump in this example. FIG. 4 is another example of a hydraulic circuit diagram of the lubricating oil pump in this example. FIG. 5 is a cross-sectional view of a Z-type propulsion device as a ship propulsion device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Marine propulsion apparatus 2 ... Input shaft 3 ... Output shaft 4 ... Clutch 6, 9 ... Bevel gear 8 ... Drive shaft 10 ... Propulsion shaft 11 ... Swivel cylinder 12 ... Propeller blade (propeller)
17 ... Lubricating oil pump

Claims (4)

A swivel cylinder provided on the bottom of the ship so as to be capable of turning in a horizontal plane, an input shaft for transmitting power from the engine, an output shaft arranged so as to coincide with the input shaft in an axial direction, and the input shaft; A clutch provided between one end of the output shaft, a drive shaft that is at least partially housed in the swivel tube and interlocked and coupled perpendicularly to the output shaft, and housed in the swivel tube and A propulsion shaft that is interlocked and coupled perpendicularly to the drive shaft, a propeller blade that is disposed outside the swivel cylinder and rotates in conjunction with the propulsion shaft;
A marine vessel propulsion device for propulsion and steering of a vessel ,
A lubricating oil pump is linked to the other end of the output shaft,
In the case of performing slip control that continuously varies the transmission state of the driving force from the input shaft to the output shaft by changing the connection state of the clutch, the set hydraulic pressure of the lubricating oil pump is set to at least the clutch in 舶 propulsion device that adjust the setting hydraulic like can be cooled by supplying lubricating oil to the,
In the slip control, the set hydraulic pressure of the lubricating oil pump is relatively increased in the case of rapid deceleration, and the set hydraulic pressure of the lubricating oil pump is relatively decreased in the case of slow deceleration. A marine propulsion device that adjusts a load applied to an input shaft. At least when the clutch is released, the set oil pressure of the lubricating oil pump is adjusted to a set oil pressure that applies a load to the output shaft so that the output shaft does not rotate following the rotation of the input shaft. The marine propulsion device according to claim 1 . The marine propulsion device according to claim 2 , wherein when the clutch is directly connected, a set hydraulic pressure of the lubricating oil pump is adjusted to a minimum pressure. When the clutch is released, the input shaft does not rotate, and the ship is towed, the set oil pressure of the lubricating oil pump is reduced by the rotation of the output shaft due to the propulsion blades rotating. The marine propulsion device according to claim 3 , wherein the marine propulsion device is adjusted to a set hydraulic pressure so that supply can be performed.

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