JPH0142688Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a marine propulsion device equipped with a hydraulic clutch.

In a marine propulsion system equipped with a hydraulic clutch,
Conventionally, when stopping the operation of the hydraulic clutch by moving the switching valve that controls the supply and discharge of hydraulic oil to and from the hydraulic clutch to the neutral position and discharging the hydraulic oil from the hydraulic clutch or its hydraulic cylinder, the engine speed is In a low range, especially when the driving side friction element rotates, the driven side friction element rotates due to being dragged by the flowing lubricating oil, causing the hydraulic clutch to completely stop, and therefore the ship to completely stop. It was worth it. The reason for this is that the relief oil from the primary pressure regulating valve, which sets the oil pressure for operating the hydraulic clutch, is used as a lubricating oil, whereas at low engine speeds, oil that functions as both hydraulic oil and lubricating oil is used as a lubricating oil. The temperature of the oil is kept low, and because the oil temperature is low, the viscosity of the oil is high,
This is because the above-mentioned dragging phenomenon occurs.

The above-mentioned phenomenon is especially true for vessels such as tugboats, which change the direction of the propeller by rotating the terminal end of the propulsion device, including the propeller, in which the forward and backward movement of the vessel is performed by changing the direction of the propeller. In some vessels, the number of forward hydraulic clutches that control torque transmission in the forward direction of the vessel, which requires a large propulsive force, is greater than the number of reverse hydraulic clutches. When it comes to ships, there are cases where the ship starts unexpectedly when the engine is idling before starting, or when the ship approaches the berth, the engine speed is reduced and the hydraulic clutch stops operating, but the propeller does not start properly. There was a situation where the ship continued to rotate and the ship collided with the quay.

Therefore, this invention aims to improve safety by providing a new marine propulsion system that automatically avoids the above-mentioned dragging phenomenon in the hydraulic clutch when the engine rotates at low speed.

Regarding the illustrated embodiment, the structure of the marine propulsion device according to the invention will be explained. FIG. 1 shows the first embodiment, and in FIG. 1, 1 is a clutch portion, and 2 is its output shaft. . 1 for clutch part 1
By frictionally engaging the multi-disc hydraulic clutch 3, that is, the friction element 3a on the driving side and the friction element 3b on the driven side by advancing the piston 3c by hydraulic action against the force of the return spring 3d. A multi-disc hydraulic clutch 3 is provided which is configured to provide clutch engagement.
The output shaft 2 is connected to the propeller shaft (not shown) as usual.
Linked together.

Similarly, as shown in FIG. 1, a discharge circuit 7 end of a hydraulic pump 6 that sucks and discharges hydraulic oil from an oil tank 4 via a suction filter 5 controls the supply and discharge of hydraulic oil to and from a hydraulic clutch 3. switching valve 8
This switching valve 8 has two positions: an operating position I that supplies hydraulic oil to the hydraulic clutch 3, and a neutral position that discharges hydraulic oil from the hydraulic clutch 3 and returns it to the oil tank 4 via an oil drain circuit 9. It is configured as a two-position valve with N. A drain circuit 10 connected to the discharge circuit 7 includes a primary pressure regulating valve 11 for setting the normal operating oil pressure for the hydraulic clutch 3 and a secondary pressure regulating valve 12 for setting the lubricating oil pressure.
are inserted and installed in this order, and both pressure regulating valves 1
1 and 12, a lubricating oil supply circuit 13 supplies lubricating oil from the drain circuit 10 to the friction elements 3a, 3b of the hydraulic clutch 3, the bearing portion of the clutch portion 1, and other lubricated portions L. is derived.

The oil pressure setting springs 11a and 12a of the pressure regulating valves 11 and 12 described above are particularly suitable for the control piston 11.
b, 12b, each control piston 1
By changing the position of 1b and 12b, each spring 11
By changing the spring loads of a and 12a, the oil pressure set by each pressure regulating valve 11 and 12 can be changed. A governor 15 is provided as means for detecting the rotational speed of the engine 14, and a hydraulic control cylinder 16 includes a piston 16a whose position is changed by the governor 15, and the control piston 11.
b, 12b are connected behind each other by a closed circuit 17,
The position of the piston 16a of the hydraulic control cylinder 16 is changed according to the engine speed detected by the governor 15, and the positions of the control pistons 11a and 11b are changed via the closed circuit 17.

To explain more specifically, first, the governor 15
A hollow shaft 19 is provided which is loosely fitted onto a slidably supported rod 18, and this hollow shaft 19 is interlocked and connected to a rotating shaft 20 rotationally driven by an engine 14 through gears 21 and 22. , hollow shaft 1
A weight 25 is attached to one end of an appropriate number of bell crank-shaped arms 24 which are rotatably supported around a fulcrum pin 23 by a flange 19a formed in the arm 2.
The other end of the rod 4 is in contact with the flange 18a of the rod 18. The hydraulic control cylinder 16 is provided with the piston 16a biased to move in one direction and the other direction by a pair of springs 16b and 16c, and an oil chamber 16d formed on the governor 15 side is connected to the closed circuit 17. It is configured by what is connected to it.

The above-mentioned rod 18 faces into the hydraulic control cylinder 16 and is brought into contact with the piston 16a, and one spring 1 inside the cylinder 16 is placed in contact with the piston 16a.
The spring load of the spring 6b is set to be an appropriate amount larger than the spring load of the other spring 16c to maintain contact between the rod 18 and the piston 16a. Based on this, the higher the rotation speed of the engine 14, the more the arm 2
4 is rotated more largely in the direction of arrow S, when the rotational speed of the engine 14 increases, the rod 18 slides in the direction of arrow A, and conversely, when the rotational speed decreases, the rod 18 moves in the direction of arrow B. The volume of the oil chamber 16d is changed by the displacement of the piston 16a which follows the displacement of the rod 18 by the force of the spring 16b. Therefore, when the rotational speed of the engine 14 increases, oil flows out from the oil chamber 16d to the closed circuit 17, causing the control piston 1 in each pressure regulating valve 11, 12 to
1b and 12b are each oil pressure setting spring 11a,
When the spring 12a is displaced in the direction of increasing the spring load, and conversely, the rotational speed of the engine 14 is decreased, oil flows from the closed circuit 17 into the oil chamber 16d, causing the above-mentioned oil pressure setting springs 11a, 12
The spring load of a is to be reduced.

That is, the governor 15 is configured to detect the rotational speed of the engine 14 at the position of the rod 18, and the hydraulic control cylinder 16 and the closed circuit 17 are configured to:
Such a governor 15 is connected to the pressure regulating valves 11 and 12 of variable oil pressure setting type, so that the lower the rotation speed of the engine 14, the lower the oil pressure set by each pressure regulating valve 11 and 12. 26,2 in Figure 1
Reference numerals 7 denote a line filter and an oil cooler, respectively, which are inserted into the lubricating oil supply circuit 13.

Since the marine propulsion system shown in FIG. 1 is configured as described above, the oil pressure of the lubricating oil set by the secondary pressure regulating valve 12 is lowered as the rotation speed of the engine 14 is lower. becomes. Therefore, when the rotational speed of the engine 14 is low, the amount of oil that is relieved by the secondary pressure regulating valve 12 and returned to the oil tank 14 increases, and as a result, the amount of oil that is returned to the oil tank 14 increases.
The amount of lubricating oil supplied to the lubricated parts L including the friction elements 3a and 3b is reduced. If the amount of lubricating oil supplied to the friction element parts 3a and 3b is small in this way, the amount of oil that flows in the hydraulic clutch 3 following the rotation of the driving side friction element 3a is reduced. Therefore, the tendency of the driven side friction element 3b to rotate due to being dragged by the lubricating oil is reduced. Therefore, if the weight of the weight 25 of the governor 15 and the spring loads of the springs 16b and 16c of the hydraulic control cylinder 16 are appropriately set, the above-mentioned dragging phenomenon conventionally observed in the low-speed circuit region of the engine 14 can be avoided. It is possible to eliminate
This consideration will be taken in actual design.

In the first embodiment shown in FIG. 1, the lower the rotational speed of the engine 14, the lower the set oil pressure by the primary pressure regulating valve 11.
At the operating position I of the switching valve 8, hydraulic pressure corresponding to the magnitude of the load is applied to the hydraulic clutch 3, and no extra energy is required to drive the hydraulic pump 6, reducing horsepower loss.

Next, the second embodiment shown in FIG. 2 will be explained. In this second embodiment, the secondary pressure regulating valve 12
When the valve body 12A is caused to move forward to the position shown by the chain line by applying the hydraulic pressure of the pump port 12c to the rear oil chamber 12d, the pump port 12c
The control piston 12b, which corresponds to the control piston 12b, is biased backward by another spring 12f in addition to the oil pressure setting spring 12a. On the other hand, by displacing the rod 18 of the governor 15, which is configured similarly to the one described above, in the direction of arrow A with respect to the control piston 12b of the secondary pressure regulating valve 12, the oil pressure setting spring 1
Control piston 1 in the direction that increases the spring load of 2a.
2b is brought into contact so as to be displaced. Therefore, as the rotational speed of the engine 14 decreases, the rod 18 is displaced in the direction of arrow B, thereby reducing the spring load of the oil pressure setting spring 12a and lowering the oil pressure set by the secondary pressure regulating valve 12.

In the second embodiment, the hydraulic pressure of the oil supply/discharge circuit 29 between the switching valve 8 and the hydraulic clutch 3 is applied to the back of the control piston 11b of the primary pressure regulating valve 11 by a hydraulic pressure application circuit 31 in which a throttle 30 is inserted. There is. Therefore, when the switching valve 8 is moved from the neutral position N to the operating position I, the control piston 11b is gradually advanced by the gradual hydraulic action through the throttle 30, and the hydraulic pressure set by the primary pressure regulating valve 11 is reached. The hydraulic pressure applied to the hydraulic clutch 3 is gradually increased, and the hydraulic clutch 3 is engaged in a buffering manner. The primary pressure regulating valve 11 is provided with a stopper 11c that regulates the most advanced position of the control piston 11b, and is connected in parallel to the throttle 30, so that when the switching valve 8 is moved from the operating position I to the neutral position N. check valve 32 to allow rapid hydraulic drain from behind the control piston 11b.
However, it is provided.

In the second embodiment shown in FIG.
Rod 18 whose position is changed according to the rotation speed of 4
The governor 15, which is an engine rotational speed detection means, and the secondary pressure regulating valve 12 of variable oil pressure setting type are connected in such a way that the lower the rotational speed of the engine 14, the lower the oil pressure set by the secondary pressure regulating valve 12. Therefore, in the low speed rotation range of the engine 14, the amount of lubricating oil supplied to the friction elements 3a, 3b of the hydraulic clutch 3 is reduced, thereby eliminating the above-mentioned dragging phenomenon.

Next, the third embodiment shown in FIG. 3 will be described. In this third embodiment, both the primary pressure regulating valve 11 and the secondary pressure regulating valve 12 are constructed of electromagnetic proportional pressure control valves. Then, a rotation speed detection means that detects the rotation speed of the engine 14 by a gear ring 35a fitted on the rotating shaft 20 and a magnetic pickup 35b installed opposite to the gear ring 35a. The rotation speed detector 35 is connected to each pressure regulating valve 11, 12.
The electrical connection means 36 connects the solenoid portion of each pressure regulating valve 1 to the lower rotational speed of the engine 14.
They are connected so that the oil pressure set at 1 and 12 can be lowered.

That is, as shown in FIG. 3, the secondary pressure regulating valve 12, like general electromagnetic proportional pressure control valves, has hydraulic pressure set by a plunger 12b whose position is changed and adjusted by the current value conducted to the solenoid coil SLC. The electrical connection means 36 changes and controls the current value conducted to the solenoid coil SLC in accordance with the output signal of the rotation speed detector 35. , the lower the engine speed, the lower the plunger 12.
The position of the plunger 12b is changed so that the plunger b assumes a position that reduces the spring load of the spring 12a. Note that the same arrangement is also applied to the primary pressure regulating valve 11, which is similarly configured as an electromagnetic proportional pressure control valve.

Based on the above, the third embodiment shown in FIG.
It will function in the same manner as described for the first embodiment shown in FIG.

As is clear from the above description, the marine propulsion system of this invention is a marine propulsion system equipped with a hydraulic clutch 3, in which the oil pressure of the lubricating oil supplied to the friction elements 3a and 3b of the hydraulic clutch 3 is set. The base end of the oil pressure setting spring 12a in the next pressure regulating valve 12 is received by a movable adjustment member 12b for changing and adjusting the spring load of the spring 12a, and a rotation speed detection means 15 for detecting the rotation speed of the engine 14; 35, the rotation speed detecting means 15, 35 and the movable adjustment member 12b are arranged such that the movable adjustment member 12b adjusts the speed of the spring 12a as the rotation speed of the engine 14 is lower. This structure is characterized by being connected so as to be displaced to a position that reduces the spring load of the spring, and has the following advantages.

That is, in the marine propulsion system of this invention, the lower the engine speed is, the lower the set oil pressure by the secondary pressure regulating valve 12 is, due to the above-described configuration.
2, the amount of lubricating oil supplied to the friction elements 3a, 3b of the hydraulic clutch 3 is reduced.
In a range where the engine speed is low, the amount of lubricating oil that flows following the rotation of the driving side friction element 3a and tries to drag and rotate the driven side friction element 3b is reduced, and as a result, the engine This eliminates the drag phenomenon that was conventionally observed in the low rotational speed range of the engine, thereby eliminating unexpected movement of the ship due to such drag phenomenon.

[Brief explanation of the drawing]

FIGS. 1, 2, and 3 are mechanical and hydraulic circuit diagrams showing first, second, and third embodiments of this invention, respectively. 3... Hydraulic clutch, 3a, 3b... Friction element, 10... Drain circuit, 11... Primary pressure regulating valve, 12... Secondary pressure regulating valve, 12a... Oil pressure setting spring, 12b... Control piston, 13 ……
Lubricating oil supply circuit, 14...Engine, 15...Governor (rotation speed detection means), 16...Hydraulic pressure control cylinder, 16a...Piston, 16b, 16c
... Spring, 16d ... Oil chamber, 17 ... Closed circuit, 18 ... Rod, 18a ... Flange, 19 ...
Hollow shaft, 24... Arm, 25... Weight, 35...
...Rotation speed detector (rotation speed detection means), 35a...
Gear ring, 35b...magnetic pick-up.

Claims (1)

[Scope of utility model registration request] In a marine propulsion system equipped with a hydraulic clutch,
The base end of the oil pressure setting spring 12a in the secondary pressure regulating valve 12 that sets the oil pressure of lubricating oil supplied to the friction element portion of the hydraulic clutch is received by a movable adjustment member 12b for changing and adjusting the spring load of the spring. At the same time, rotation speed detection means 15, 35 for detecting the engine rotation speed are provided, and the rotation speed detection means and the movable adjustment member are adjusted so that the lower the engine rotation speed is, the lower the engine rotation speed is. A marine propulsion device characterized in that the movable adjustment member is connected to be displaced to a position that reduces the spring load of the spring.