JPH0198744A - Hydraulic control device for marine speed reducing reversing gear - Google Patents

Abstract

PURPOSE:To reduce an engagement shock of a hydraulic clutch by controlling an oil pressure regulator according to an oil pressure pattern calculated according to a detection signal from sailing condition detecting means at the time of changing-over a forward-backward hydraulic clutch. CONSTITUTION:In a marine speed reducing reversing gear 2 having a forward- backward hydraulic clutch at least, signals from an output shaft rotation sensor 23, an engine rotation sensor 24, forward and backward position sensors 58, 59 and a speed and propulsion direction sensor 65 are input to a control unit 53, and the control unit calculates the optimum oil pressure pattern to a hydraulic clutch according to the sailing condition. When a clutch change-over device 25 is operated, a control signal according to the calculated oil pressure pattern is output to an oil pressure regulator, and engagement and disengagement of a forward and backward clutch is controlled while signals of engagement sensors 60a, 60b are confirmed. Thus, the hydraulic clutch is connected moderately and quickly so as to restrain the occurrence of disadvantages such as an engagement shock of the hydraulic clutch or the like.

Description

[Detailed Description of the Invention] Industrial Application Field The present invention relates to a marine speed reduction/reversing machine mounted on a ship.
Specifically, the present invention relates to a hydraulic control device for controlling pressure oil supplied to a hydraulic clutch provided in a marine speed reduction/reversing gear.

Conventional Technology Generally speaking, in ships equipped with this type of marine reduction/reversing gear, high-pressure hydraulic oil is continuously supplied to the selected forward/reverse hydraulic clutch to keep the selected hydraulic clutch in the fully engaged state. The opening power input to the marine reduction and reversing gear is transmitted to the output shaft via the hydraulic clutch, and the propeller shaft connected to the output shaft is rotated to rotate the ship. It is designed to promote

However, if high-pressure oil is applied immediately after selecting the hydraulic clutch as described above, a sudden engagement shock will occur. In order to prevent such a fitting shock, low-pressure hydraulic oil may be supplied immediately after the hydraulic clutch is selected. As a method for this,
For example, there is one disclosed in Japanese Unexamined Patent Publication No. 59-190519. In this system, a hydraulic illumination regulator whose discharge pressure is changed by the action of a servo valve driven by the actuator of the DCC morph is interposed between the forward/reverse switching valves and the hydraulic pump, which communicate with the forward/reverse hydraulic clutches. a calculation unit in which an input signal from a clutch position changeover switch or the like is input to an electric control device for outputting a control signal to an actuator of the hydraulic regulator;
Two relays or the like connected to the actuator are provided. When the calculation unit determines that, for example, the forward clutch has been selected based on the detection signal from the clutch position changeover switch, the operating hydraulic pressure is maintained at a high pressure state for a preset waiting time, and then one of the relays is activated. A pressure reduction signal is output to the actuator, and a pressure reduction signal is output until the working oil pressure reaches a preset low pressure state according to the feedbank pressure signal from the above-mentioned hydraulic pressure regulating valve. After the waiting time has elapsed, the other relay is activated to output a boost signal to the actuator.

Additionally, in addition to electronic control as described above, another method for preventing the jamming shock is to use a slow-fitting valve mechanism that applies a pressure regulating valve structure to prevent the forward/reverse switching valve that connects to the forward/reverse clutch. Some are designed to temporarily reduce the amount of hydraulic fluid discharged.

By the way, in a ship equipped with this type of marine speed reduction/reversing gear, for example, when the ship is in a stopped state, the forward/reverse switching valve is operated from the neutral position to the astern position, during normal operation, and when the ship is in a forward state, it is operated during emergency stop. It has been found that the load placed on the selected hydraulic clutch is significantly different during Sure Turn operation.

Problems to be Solved by the Invention However, in both the conventional electronic control system and the system using a slow-fitting valve, the pressure increase pattern from a low pressure state immediately after clutch selection is constant.

In other words, during normal operation when the ship is stationary (neutral - forward 0)
The hydraulic pressure is configured so that the hydraulic pressure increases in a constant pressure increase pattern even when the vehicle is in reverse (reverse) or when the Talasha Astern is operated (forward-neutral-reverse).

However, due to the structure of this type of hydraulic clutch, even when the reverse clutch is fully engaged during a Tallash Astern operation, the relative rotation between the friction plates on the input and output sides of the reverse clutch does not reach zero, and They will rotate while rubbing against each other.

Therefore, if the hydraulic pressure pattern is set to correspond to normal operation, high-pressure hydraulic oil will act on the reverse clutch during forward and backward reversal when the propeller shaft rotation speed is zero, which may cause a large jamming shock. , a phenomenon called "squeal" or "seize" may occur on the friction plate,
In the worst case scenario, there is not only the inconvenience of the engine stopping, but also the friction plates rotating while slipping against each other, resulting in the problem of prolonging the time it takes to stop the ship.

On the other hand, even if the hydraulic pressure pattern is set to correspond to the thalassosure stern operation, it is necessary to set the low pressure state to a relatively high level before the clutch is fully engaged in order to quickly realize the thalassosure stern. During operation, there are similar disadvantages such as jamming and cracking, and response delays due to maintaining a low pressure state for a relatively long time.

In view of these problems, the present invention has been developed to prevent inconveniences such as a shock from being jammed into a selected hydraulic clutch, regardless of the sailing state of a ship equipped with this type of marine speed reduction/reversing gear. This was accomplished with the aim of realizing a hydraulic control device that can quickly supply pressure oil without any problems.

Means for Solving the Problems The present invention provides a marine reduction and reversal machine equipped with at least a hydraulic clutch for forward and backward movement, and a hydraulic regulator capable of adjusting pressure oil supplied to the hydraulic flange to an arbitrary pressure; A sailing state detection means for detecting the sailing state such as the ship speed of a ship equipped with a marine reduction/reversing gear, and a hydraulic pattern calculated based on the detection signal from this sailing state detection signal when switching the clutch. The present invention is characterized by comprising a hydraulic control means for controlling the hydraulic pressure regulator.

In other words, no matter what sailing state the ship is in, the optimum oil pressure pattern according to the sailing state is calculated from the detection signal of the sailing state detection signal, and the control signal based on that oil pressure pattern is generated. Since the hydraulic pressure is outputted to the hydraulic pressure regulator via the hydraulic control means, the intended hydraulic clutch can be connected easily and quickly.

Example An embodiment of this invention will be described below based on the drawings.

In FIG. 1, (1) shows an engine, and (2) shows a reduction/reversing gear (2).

This deceleration and reversal a(2) has a structure as shown in FIG. 2, for example. In the figure, (3) indicates the input shaft arranged on the front side of the reduction/reversing machine case (4), and the front end side of the input shaft (3) protruding forward of the reducing/reversing machine case (4) is , an input shaft coupling (6) connected to the flywheel (5) of the engine (1) is fixed.

Similarly, there is an output shaft (7) on the rear side of the reducer/reverse gear case (4).
) is arranged, and the rear end side of this output shaft (7) passes through the speed reducer and reverse gear case (4) and projects rearward, and an output shaft joint (8) is externally fitted and fixed to the rear projecting end. As shown in Fig. 1, a propeller shaft joint (11) at the front end of a propeller shaft (10) having a propeller (9) at its rear end is connected to this output shaft joint (8). ing.

A forward clutch unit (13) supported by a forward clutch shaft (12) is arranged above the input shaft (3) and output shaft (7). This forward clutch unit (13) is connected to the forward clutch shaft (1
2), and a forward small gear (15) which is also freely supported by the forward clutch shaft (12).
), and a hydraulic multi-plate forward clutch (16) for engaging and disengaging the two. One forward input gear (14) is the input gear (17) of the input shaft (3).
), and the other forward small gear (15) also meshes with the large output gear (18) of the output shaft (7).

In addition, the forward clutch shaft (12) equipped with the above-mentioned forward thalassochronometer (13) and the above-mentioned input/output shaft (3) (7) are also included.
), as shown in FIG. 3, a reverse clutch unit (19) supported by a reverse clutch shaft (not shown) is arranged. This reverse gear (19) also has a reverse input gear (20) fixed to the reverse clutch shaft, and a reverse small gear (21) which is also freely supported by the reverse clutch shaft. A clutch (22).

One reverse input gear (20) meshes with the forward input gear (14), and the other reverse small gear (21) meshes with the large output gear (18).

An output shaft rotation sensor (23) for detecting the rotation speed and direction of rotation of the output shaft (7) is arranged adjacent to the outer radius of the output shaft joint (8), while the flywheel An engine rotation sensor (24) for detecting the rotation speed of the engine (1) is also arranged adjacently in the radially outward direction of (5).

Next, on the rear side of the reduction/reversing gear (2) shown in Figure 1,
The clutch switching device (25) according to the present invention is equipped, and by operating the switching lever (26) provided on the clutch switching device M (25), the speed reduction/reversing device (2
) to control the pressure oil supplied to the forward and reverse clutches (16) and (22). Therefore, the configuration of this clutch switching device (25) will be explained with reference to FIG. 4.

In FIG. 4, (27) indicates a known hydraulic regulator that forms a part of the clutch switching device (25), and this hydraulic regulator (27) is equipped with a DC motor (28) on one end side.
) A pressure reducing valve (30) is slidably inserted into the other end of the hollow casing (29) equipped with a pressure reducing valve (30).
) is formed with an annular groove (33) that can communicate with both the light extinction passage (31) and the control oil passage (32) provided in the side wall portion of the casing (29).

One of the light extinction passages (31) is filled with pressure oil that has been regulated to a constant pressure by a primary pressure regulating valve (35) located downstream of the hydraulic pump (34). It is supplied via the main pressure circuit (36) on the downstream side of.

A control pressure circuit (37) communicating with the other control oil passage (32) also communicates with an input port of a forward/reverse switching valve (3rd) that also constitutes the clutch switching device (25).

One output port of the forward/reverse switching valve (38) communicates with the forward clutch (16) via the forward hydraulic oil circuit (39), and the other output port also communicates with the reverse hydraulic oil circuit (40). It communicates with the reverse clutch (22) via. In addition, the remaining drain boat is the drain circuit (4
1) to the oil tank (42). Then, this forward/reverse switching valve (3rd) is connected to the switching lever (26
) is provided.

In this case, when the pressure reducing valve (30) moves to the right, the spring force of the low pressure setting spring (44), which will be described later, becomes weaker, thereby causing the forward/reverse switching valve to move through the control pressure circuit (37). (38) will be reduced. If the pressure reducing valve (30) moves to the left in the opposite direction, the working oil pressure will increase in turn.

A low speed valve (43) for moving the pressure reducing valve (30) is slidably inserted into the front and rear intermediate portions of the casing (29), and the low speed valve (43) and the pressure reducing valve (30)
) is interposed with a low pressure setting spring (44).

Also, in the same way, in the front and rear intermediate parts of the casing (29),
A control shaft (45) is located on the right side of the low speed valve (43) and has an external toothed portion (45a) on the outer periphery of one end of the control shaft (45). (458) is meshed with the internal teeth of a generally cylindrical wheel gear (46) disposed so as to surround the outer peripheral portion thereof. This wheel gear (46) is rotatably supported by a pair of front and rear bearings (47) built into the casing (29). Then, the aforementioned DC motor (2
A worm gear (48) that is driven in forward and reverse directions by 8) meshes with the external teeth of the wheel gear (46).

Furthermore, a control shaft (
Position detection sensor (49) for detecting the position of 45)
is attached, and this position detection sensor (49) is provided with a detection iron (50) that protrudes toward the end face of the opposing control shaft (45) so as to be able to move forward and backward. The other end of the control shaft (45) is brought into contact with a low-speed valve (43) that is pushed back by the reaction force received from the low-pressure setting spring (44).

The hydraulic regulator (27) having such a configuration is controlled by a controller (53) including, for example, a microcomputer. That is, as shown in Fig. 1, this controller (53) includes a CPU (54) for executing various calculations and controls, a ROM (55) that stores programs, etc., and a ROM (55) that temporarily stores various data. RAM (56) for storing data, I1 for input/output
0 interface (57), etc. are provided. Detection signals from the output shaft rotation sensor (23) and the engine rotation sensor (24) are respectively input to the I10 interface (57).

Further, the forward/reverse switching valve (38) is provided with a forward position sensor (5 days) and a reverse position sensor (59) as hydraulic clutch selection state detection means in this embodiment. These forward/reverse position sensors (58) (5
9), as shown in FIG. 4, the switching lever (
26) are arranged on both sides. That is, when the switching lever (26) is operated from the neutral position (N) to the forward position (F), the operation is electrically detected by the forward position sensor (58) and input to the I10 interface (57). It has become so. . Also, reverse the reverse value i1 by turning the switching lever (26) above! (
R), that operation will in turn trigger the reverse position sensor (
59) and is electrically detected and input to the I10 interface (57).

Note that when the switching lever (26) is in the neutral position 'fl (N), the ■10 interface (57) is
Since no electrical signal is input from either of the reverse position sensors (58) and (59), the switching lever (
The neutral state of 26) is determined.

Further, the forward/reverse clutches (16) and (22) are equipped with a fitting sensor (60a) for detecting a completely fitted state.
) (60b) are provided respectively. Detection signals from these insertion sensors (60a) (60b) are also input to the above-mentioned I10 interface (57) in the same manner.

As shown in FIG. Vessel speed and propulsion direction detector (
65) is installed on the ship's side below the water surface.

This ship speed/propulsion direction detector (65) adopts a so-called pitot tube system, and has a front water intake part (66a) oriented toward the axial end of the hull (64) or a rear water intake part oriented toward the stern. The pressure difference between the dynamic water pressure taken in from (66b) and the hydrostatic pressure taken in by appropriate means is converted into an electrical signal by the transformation part (67) as shown in Figure 1.
10 interface (57), and the propulsion direction and speed of the hull (64) are calculated based on the human input signal.

FIG. 6 shows that when the hull (64) is at rest, the switching lever (26) is moved from the neutral position (N) to the reverse value r.
! 1(R) is a graph showing changes in hydraulic pressure, propeller rotation, and running state over time when the engine is operated to 1(R). That is, in this embodiment, when the switching lever (26) is held at the neutral position (N), the control hydraulic pressure discharged from the hydraulic pressure regulator (27) is indicated by the solid line in the upper graph. In order to achieve a relatively low neutral pressure, neutral seime +ff (!!) is calculated by the CPU (54) and temporally stored in the RAM (56).Then, the CPU ( 54) maintains the control oil pressure at the neutral pressure target value by comparing the neutral pressure target value read from the RAM (56) with the feedback signal from the position detection sensor (49) of the oil pressure regulator (27). A control signal such as this is output to the DC motor (28).When the switching lever (26) is switched from the neutral position (N) to the reverse position (R), the reverse position is determined. At the start of normal operation (tl) detected by the input signal from the sensor (59), the CPU (54) controls the hull (64) based on the input signal from the ship speed/propulsion direction detector (65). The relative ship speed and heading direction are calculated.In this case, of course, as shown in the graph in the middle of the figure, the output shaft (7) is rotated. Note that, although the same applies to the following cases, in the middle graph, the output shaft rotation speed is shown as forward rotation on the upper + side from the reference line, and backward rotation on the lower side.

In the upper graph, the output shaft (7
) begins to rotate gradually, and when the clutch is fully engaged (t, 2)
The hull (64) starts moving in the backward direction. In addition, in order to prevent the control oil pressure from becoming a high pressure immediately after the clutch is completely engaged (t2), the CPU (5
4), and after this delay time (T1) ends, the DC motor (28) is boosted. In this way, the reverse clutch (22) has
When the clutch is fully engaged (t2), the open circuit of 7G is supplied with low-pressure oil, so the hull (64) can move from a stationary state to an astern state in a short time without causing a large engagement shock or delay in response. become. Further, in the lower graph, the sailing state of the ship (64) is such that, with the reference line indicating the ship speed or zero as the border, the + side at the top indicates the forward direction, and one side at the bottom indicates the backward direction.

FIG. 7 is a graph showing changes over time in the working oil pressure, the output shaft rotational speed, and the cruising state during the tarash astern. That is, the switching lever (26) is moved to the forward position W (
The neutral pressure after the start of Clarassure Stern (t3) when switching from F) to the neutral position (N) is calculated so that it is somewhat higher than the neutral pressure when operating astern from the above-mentioned stationary state. be done. The difference between the two is that in the former, the switching lever (26) is held in the forward position (F) for a long time and then operated to the reverse position W (R), whereas in the latter, the switching lever (26) is operated to the reverse position W (R). ) is held in the neutral position (N) for a long time and then is operated to the reverse position (R).
For example, from the forward/reverse position sensor (58) (59) to C
They can be easily distinguished by the difference in the input signals input to the PU (54).

In this case as well, when switching between neutral and reverse (t4), C
The PU (54) calculates the relative speed and traveling direction of the ship (64) based on the input signal from the ship speed/propulsion direction detector (65). In this case, since the ship speed is on the + side, using this as a criterion, we set a delay time (T2) that will maintain the neutral pressure state for a relatively long time after the clutch is fully engaged (t2). The CPU (54) calculates the hydraulic pressure pattern. A control signal based on such a hydraulic pattern is then applied to the DC motor (28) of the hydraulic regulator (27).
It will be output to. In addition, by setting the delay time (T2) long as described above, the output shaft rotation is reversed from the forward state to the reverse state (t5).
), a neutral pressure state is maintained, which prevents sudden insertion shock and also prevents clutch squeal and engine stop.

FIG. 8 shows a state in which, for example, in a forward state, the switching lever (26) is returned from the forward position (F) to the neutral position (N) and then returned to the forward position (F). 2 is a graph showing changes over time in hydraulic pressure, output shaft rotation speed, and running state. That is, at the time of forward-neutral switching (t
6) based on the human power signal from the forward position sensor (58), the CPU (54) sends a control signal to DC-1-1 (1) to reduce the control oil pressure from the high pressure state to the neutral pressure.
28). Then, the forward position sensor (58
), the CPU (54) determines that the switching lever (26) has returned to the forward position (F).
From the ship speed determined from the input signal from the ship speed/propulsion direction detector (65) at the time of neutral-forward switching (t6),
A hydraulic pattern in which the control hydraulic pressure becomes an extremely low pressure state is calculated, and a control signal based on the hydraulic pattern is output to the DC motor (28). Note that this extremely low pressure state is C
Delay time (T3) calculated by P U-(54)
The control oil pressure curve is maintained for a while even after the clutch is completely engaged (t2), when the control oil pressure curve coincides with the forward clutch side oil pressure curve shown by the dotted line. This delay time (T3) is calculated to be even shorter than the delay time (T1) in the upper graph of Figure 6 because there is almost no decrease in ship speed, as is clear from the lower graph of the figure. become.

FIG. 9 shows a flowchart for executing the control operation as described above.

When the program starts, the CPU (54) inputs the detection signals from the insertion sensors (60a) (60b), and uses the detection signals to control the forward/forward clutch C16.
) (22) (Step 1.2)
Note that these step numbers are indicated by numbers surrounded by O for each step. ), in step 2,
When it is determined that there is no detection signal from the insertion sensor (60a) (60b), the forward/reverse switching valve (38) is in the neutral state, so the CPU (54) detects the insertion sensor (60a) (60b).
60a) Repeat steps 1 and 2 until the detection signal is manually input from (60b).

Then, in step 2, the CPU (54) controls the insertion sensor (
60a) When it is determined that there is a detection signal from (60b), the detection signal from the ship speed/propulsion direction detector (65) is input, and after calculating the optimal pressure increase pattern based on the detection signal etc. A control signal based on the pressure increase pattern is output to the DC motor (2nd) of the hydraulic regulator (27) (steps 3 to 5). Once step 5 is executed,
The CPU (54) returns to step l and executes step 1.
Step 5 is executed in a circular manner.

In this embodiment, a pitot tube type ship speed/propulsion direction detector (65) is used as the ship speed state detection means, but a position detection method using multiple artificial satellites or an acceleration integration method may also be used. A ship speed/propulsion direction detection system is adopted in which the absolute position of the hull (64) relative to the ground is obtained using You may also do so.

In addition, the engine speed and load condition obtained from the engine rotation sensor (24), the speed, direction, and wave height of the tide in the water area where the ship (64) is sailing, and the ship (64)
) is input into the controller (53) as control parameters regarding the wind direction, wind force, etc. in the atmosphere around , the hydraulic pressure pattern may be corrected using the latest cruising condition data calculated by the CPU (54) at any time and stored in the RAM (56) so as to be in the optimum condition according to the cruising condition. .

(The following is a blank space.) Next, FIG. 1O is a circuit diagram showing the hardware of another embodiment of the present invention. The circuit diagram in Fig. 10 is
In the illustrated example, the ship speed and propulsion direction detector (6
This embodiment is basically the same as the embodiment shown in FIG. 1 except that there is no input signal circuit from 5). Therefore, detailed explanation of common elements will be omitted.

First, in this embodiment, an engine rotation sensor (24) and an output shaft rotation sensor (23) are used as the traveling state a detection means, and the engine rotation speed detected by one engine rotation sensor (24) is Forward/reverse clutch (16)
(22) In addition to the representative characteristics of the human rotation speed,
The output shaft rotation and rotation speed detected by the other output shaft rotation sensor (23) are transmitted to the forward/reverse clutch (16) (22)
This is the representative characteristic of the output rotation speed.

And the aforementioned forward/reverse position sensor (5B) (59
), the rotation speed and rotation direction of the output shaft (7) detected by the output shaft rotation sensor (23), and the engine rotation speed from the engine rotation sensor (24). Based on this, the CPU (54) calculates the relative rotational speed between the input and output rotational speeds of the selected forward and reverse clutches (16) and (22).

That is, for example, assume that the forward clutch (16) is connected in deceleration/reversal Ja(2) shown in FIG.

Therefore, the output shaft (7) is connected to the forward clutch (1).
The engine power is transmitted through the forward small gear (25) which is the output side of the reverse clutch (22), causing forward rotation, and thereby the reverse small gear (25) which is the output side of the reverse clutch (22)
1) includes a large output gear (18) of the output shaft (7) that meshes with the output shaft (7).
Rotational power in the opposite direction to the output shaft (7) is transmitted through the output shaft (7). On the other hand, the reverse input gear (20), which is the input side of the reverse clutch (22), includes the input gear (17) of the input shaft (3) connected to the flywheel (5) of the engine (1), and the input gear (17) of the input shaft (3) connected to the flywheel (5) of the engine (1). 17) receives the engine power transmitted through the forward input gear (14) meshing with the forward input gear (14);
It will rotate in the same rotational direction as the output shaft (7). Therefore, during forward movement, the input side and output side of the reverse clutch (22) rotate in opposite directions.

That is, during forward movement, the input side of the reverse clutch (22) rotates at a relatively high rotational speed with respect to the output side.

On the other hand, the forward clutch (16) has a forward input gear (14) on the input side and a forward small gear (14) on the output side.
5) are rotated in the same direction, so that the relative rotational speed is small.

That is, in this embodiment, such a reduction/reversing machine (2
), the relative rotational speeds of the input and output rotational speeds of the selected forward and reverse clutches (16) and (22) are calculated.

FIG. 11 shows the switch lever (26) when the ship is stopped, for example.
) is operated from the neutral position ff (N) to the forward position (F), and is a graph showing changes in hydraulic pressure, relative rotational speed, and rotational speed over time. That is, the switching lever (26)
When the engine is held at the neutral position (N), the forward clutch input side rotation speed determined from the engine rotation speed detected by the engine rotation sensor (24) is as shown by the dashed line in the upper graph of the figure. The forward/reverse clutch (16) is always rotating in a constant direction at a constant rotation speed.
Since pressure oil is not supplied to (22) through the forward/reverse switching valve (38), these forward/reverse clutches (16)
(22) is in a disconnected state, and the output shaft (7) is stopped. In this state, as shown by the solid line in the graph at the top of the figure, the control curve showing the pressure oil discharged from the hydraulic regulator (27) shows a low-pressure neutral pressure state.

In such a stopped state, the switching lever (2
6) from the neutral position (N) to the forward position (F), the forward clutch is supplied to the forward clutch (16) as shown by the dotted line in the graph at the top of the figure. When the side oil pressure curve has risen to a certain degree, engine power begins to be transmitted to the output shaft (7) via the forward clutch (16), and the forward clutch output side rotational speed increases as shown by the solid line. I will start. Note that this forward clutch output side rotation speed is calculated as the output shaft rotation speed detected by the output shaft rotation sensor (23) multiplied by the reduction ratio. In this case, as described above, the forward input gear (14) on the input side of the forward clutch (16)
) and the output side forward pinion (15) rotate in the same direction, the relative rotation speed of the input side rotation speed based on the forward clutch output side rotation speed is as shown in the graph in the middle of the figure. will be relatively small. When the relative rotation speed is small in this way, there is not much load on the forward clutch (16), so the controller (53)
When the relative rotation speed is small, as shown in the graph at the top of the figure, neutral pressure is maintained until the relative rotation speed becomes relatively small, and then the pressure is temporarily reduced to extremely low pressure until the relative rotation speed reaches zero. A short pressure increase pattern is calculated and the hydraulic pressure regulator (27) is controlled based on it.

Next, FIG. 12 is a graph showing changes in hydraulic pressure, relative rotational speed, and rotational speed over time during a crassosure turn. In other words, when moving forward, the reverse clutch (
Since the input and output sides of 22) rotate in opposite directions to each other as described above, as shown in the graph at the bottom of the figure, the reverse clutch input rotation speed calculated based on the engine rotation speed is + side, the reverse clutch output side rotation speed curve will be displayed as an example with the reference - in between. In other words, the relative rotational speed of the reverse clutch (22) with respect to the reverse clutch output rotational speed is the absolute value of the reverse clutch output rotational speed plus the absolute value of the reverse clutch input rotational speed, as shown in the graph in the middle of the figure. The value is the sum of the values and the first
This is a very large value compared to the relative rotation speed as shown in Figure 1. When the relative rotational speed is thus large, a large load is placed on the reverse clutch (22). Therefore, as shown in the graph at the top of the figure, the controller (53) maintains the neutral pressure until the relative rotation speed becomes very small after the neutral-reverse switching time (t4), and then the relative rotation speed A relatively long pressure increase pattern that temporarily maintains an extremely low pressure until the number becomes zero is calculated, and the hydraulic pressure regulator (27) is controlled based on the hydraulic pressure pattern.

FIG. 13 is a circuit diagram showing the hardware of yet another embodiment of the invention. In this example, the controller (
53) is equipped with a timer (64).
There is no fundamental difference from the embodiment shown in FIG.

In this embodiment, only the output shaft rotation sensor (23) is used as the traveling state detection means.

Fig. 14 shows the switching lever (26) when the ship is stopped.
It is a graph showing changes over time in the working oil pressure and the output shaft rotational speed when operating from the neutral position (N) to, for example, the forward position (F). That is, in this case, at the start of normal operation (
tl), the output shaft rotation speed input from the output shaft rotation sensor (23) is in the zero state, so the controller (
53) immediately activates the timer (64) and outputs a control signal to the DC motor (28) to maintain the control oil pressure at neutral pressure during the set time (T4). Then, when the timer (64) times up after the set time (T4) has elapsed, the controller (53) outputs a pressure increase signal to the hydraulic pressure regulator (27). As a result, the hydraulic pressure acting on the forward clutch (16) quickly reaches a high pressure state, and the engine power is completely transmitted to the output shaft (7).

On the other hand, FIG. 15 is a graph showing changes over time in the working oil pressure and the output shaft rotational speed during a taranosure turn.

That is, the fact that the control oil pressure is in the neutral pressure state from the start of the graphical turn (t3) is the same as in the previous case. Then, from the time of forward/backward reversal (t8) when the output shaft rotation speed becomes zero, the timer (64) is set for a set time (T
Until step 4) is completed, a control signal to maintain the neutral pressure is output to the hydraulic regulator (27), and after the timer (64) times up, a pressure increase signal is output to the hydraulic regulator (27). ing. Therefore, the timer (64)
By appropriately setting the set time (T4), high-pressure hydraulic pressure is applied to the reverse clutch (22) after the output shaft rotational speed reaches a constant rotational speed.

Next, FIG. 16 shows a hardware circuit diagram of an embodiment that is a further development of the embodiment of FIG. 15 described above. That is, in this embodiment, the controller (53) has the thirteenth
A first timer (corresponding to the timer (64) in the illustrated embodiment)
65), a second timer (66) is provided to maintain the extremely low pressure state.

In other words, during normal operations other than during graph sure turn operations, as shown in FIG.
There is no difference from the embodiment in FIG. 15 in that the output shaft rotational speed is detected at tl). The difference between this embodiment and the embodiment shown in FIG. 13 is that the first timer (65) and maintain neutral pressure for the set time (T5),
After the first timer (65) times up, the second timer (66) is activated to perform extremely low pressure control during the set time (T6).

On the other hand, during the graph sure turn operation in this embodiment, the neutral pressure is controlled at the start of the graph sure turn (t3), and the output shaft rotation speed is detected from the output shaft rotation sensor (23) at the time of forward/backward reversal (t8). Detection is the same as the embodiment shown in Fig. 15. In this case as well, the first timer (65) is activated at the time of forward/reverse reversal (t8) in the same manner as in normal operation. The room pressure state is maintained throughout the set time (T5), and after the first timer (65) times up, the second timer (66) is activated to control the opening low pressure for the set time (T6). It has become.

Effects of the Invention As described above, the present invention provides a marine reduction/reversing machine equipped with at least a hydraulic clutch for forward and backward movement, and a hydraulic regulator capable of adjusting pressure oil supplied to the hydraulic clutch to an arbitrary pressure; A mountain means is provided in the traveling state B4 for detecting the traveling state such as the ship speed of a ship equipped with a marine reduction/reversing gear, and an oil pressure calculated based on a detection signal from this traveling state detecting means at the time of clutch switching. Since it is characterized by comprising a hydraulic control means for controlling the hydraulic pressure regulator according to a pattern, no matter what sailing state the ship is in, the optimum hydraulic pressure pattern according to the sailing state can be obtained. As a result, the discharge pressure of the hydraulic regulator is controlled, and there is an advantage that the selected hydraulic clutch can be connected quickly and smoothly.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing the hardware of an embodiment of the present invention, FIG. 2 is a sectional view showing an example of a reduction/reversing machine, and FIG.
FIG. 4 is a circuit diagram of the clutch switching device according to the present invention, and FIG. 5 is a schematic diagram showing the meshing state of the gears. FIG. FIG. 6 is a schematic side view showing the hull equipped with a propulsion direction detector, and FIG. Figure 7 is a graph showing changes in hydraulic pressure, output shaft rotational speed, and cruising status over time during Graphsure Stern operation, and Figure 8 is a graph showing changes in hydraulic pressure, output shaft rotational speed, and cruising status over time during Graphsure Stern operation, and Figure 8 is a graph showing changes over time in the operating state when operating from a forward state to a neutral state and then returning to a forward state again. FIG. 9 is a flowchart for this embodiment, and FIG.
FIG. 11, a circuit diagram showing the hardware of another embodiment of this invention, shows the working oil pressure, the relative rotational speed of a selected clutch section, and the input of the clutch section when forward operation is performed from a stopped state in this embodiment.・A graph showing the change in the output side rotation speed over time, Figure 12, similarly shows the working oil pressure during graph Sure Stern operation, the relative rotation speed of the selected clutch part, and the time of the output side rotation speed of the clutch part. A graph showing the changes, Fig. 13 is a circuit diagram showing the hardware of yet another embodiment of the present invention, and Fig. 14 shows the hydraulic pressure and output shaft rotation speed when forward operation is performed from a stopped state in this embodiment. FIG. 15 is a graph showing changes over time in the working oil pressure and output shaft rotation speed during graph sure turn operation according to this embodiment, and FIG. 16 is a graph showing changes over time in another embodiment of the present invention. FIG. 17 is a circuit diagram showing the hardware of this example, and FIG. 17 is a graph showing changes in hydraulic pressure and output shaft rotation speed over time when the ship is operated forward from a stationary state in this example. FIG. It is a graph showing the time change of the working oil pressure and the output shaft rotation speed during the Graphsure Stern operation. (2)...Reduction/reversal gear, (16)...Forward clutch, (22)...Reverse clutch, (23)...Output shaft rotation sensor, (24)...Engine rotation sensor, ( 5
3)...Controller, (54)...CPU, (5
8)...forward position sensor, (59)...reverse position sensor, (64)...hull, (65)...ship speed/propulsion direction detector.

Claims (1)

[Scope of Claims] 1. A marine reduction/reversal machine equipped with at least a hydraulic clutch for forward and backward movement, comprising: a hydraulic regulator capable of adjusting pressure oil supplied to the hydraulic clutch to an arbitrary pressure; and the marine reduction/reversal machine. a sailing state detection means for detecting the sailing state such as the ship speed of the hull equipped with the hydraulic pressure regulator; A hydraulic control device for a marine reduction and reversing gear, characterized in that it is equipped with a hydraulic control means for controlling. 2. Claims in which the cruise state detection means is an input rotation speed detection means for detecting the input rotation speed of the hydraulic clutch and an output rotation speed detection means for similarly detecting the output rotation speed. A hydraulic control device for a marine reduction and reversing machine according to item 1. 3. The hydraulic control device for a marine deceleration and reversal machine according to claim 1, wherein the sailing state detection means is an output shaft rotation speed detection means of a marine deceleration and reversal machine.