JPH0242560Y2 - - Google Patents

Description

[Detailed description of the invention] This invention is based on the parallel operation of a main generator driven by the main engine via a constant speed drive device, or a main generator and an auxiliary drive generator. When engaging the clutch of the reversing gearbox for shifting or acceleration,
Clutch hydraulic pressure control system for a marine reversing speed reducer equipped with a main engine generator that controls the clutch oil pressure so that the rotational speed of the main engine does not fluctuate until the rotational speed of the main generator driven by the main engine is reduced. It is related to.

The constant speed drive system consists of a single or multi-speed gear system with a slipping clutch to provide a constant rotational speed even if the rotational speed of the main engine varies. The clutch hydraulic pressure of the slipping clutch is feedback-controlled by detecting the rotational speed of the output shaft electrically or hydraulically with a hydraulic governor, so that the rotational speed of the output shaft of the constant-speed drive device is always constant. is maintained. The constant speed drive device usually consists of a two-speed gear, a high speed gear and a low speed gear.
It is designed to switch according to the output rotation speed of the main engine. The above-mentioned slipping clutch can be provided at each gear stage and used as an ON-OFF clutch, or it can be provided only on the output shaft side of the transmission gear.

FIG. 1 shows the configuration of a typical parallel operation of a marine generator, where 1 is a main engine, and the output from the main engine passes through a reversing speed reducer 2 and drives a propulsion device 3.
On the other hand, the front output of the main engine 1 drives a main generator 5 via a constant speed drive device 4. Further, the auxiliary generator 6 is driven by the auxiliary engine 7.

In such a configuration, the main generator 5 is normally driven, but when the power load increases and a shortage occurs, the auxiliary generator 7 is operated in parallel. At this time, there is a method of using a load sharing control device to balance the loads of both generators. This compares the active power generated by both power generators and controls the driving force to the generator so that they are equal.Generally, the auxiliary generator is automatically controlled at a constant speed by the governor of the auxiliary engine, so the main engine By controlling the oil pressure of the slipping clutch of the constant speed drive device that drives the generator by the load sharing control device, the transmitted power is adjusted and the load balance is maintained.

Although parallel operation of the generators is facilitated by using the load sharing control device as described above, as long as the main generator 5 is driven by the main engine, it is affected by fluctuations in the rotational speed of the main engine. This problem occurs when the rotational direction of the propulsion shaft is reversed or when the clutch is switched from 1st gear to 2nd gear for acceleration, a huge load is instantaneously applied to the main engine, and the rotational speed of main engine 1 decreases. , a sudden but temporary decrease occurs, and the output shaft of the constant speed drive device 4 is no longer able to maintain the required rotational speed necessary to drive the main generator, and therefore the frequency of generation of the main power generator 5 decreases. Overloading the auxiliary generator 6 during parallel operation may also cause damage.

In this invention, the hydraulic pressure of the clutch is adjusted in conjunction with the reverse rotation of the reversing speed reducer 2 and the switching operation of the transmission clutch.
The fluctuations in the output rotational speed that the main engine 1 receives from the clutch switching operation are prevented from causing the rotational speed of the output shaft of the constant speed drive device 4 to fall below the required value for maintaining the rotational speed of the main generator. First, the pressure is maintained at a low constant initial pressure, the transmission torque of the clutch is lowered to give slip to the clutch so as not to be shocked by rotational fluctuations, the propeller is kept at a low rotational speed, and then the pressure is gradually increased to increase the transmission torque. The pressure is gradually increased until a predetermined high pressure is reached and the clutch is completely engaged.

An embodiment of the present invention is shown in FIG. In Fig. 2, 8 is a reverse clutch, 9 is a forward first speed clutch,
Reference numeral 10 indicates a forward two-speed clutch, which is provided for each gear of the reversing speed reducer 2.
Switching operations such as reversing and shifting are performed by engaging and disengaging each clutch, and each clutch has an input-side clutch plate 13 and an output-side clutch plate 14 fitted with splines to the input shaft 11 and output shaft 12, respectively. , the clutch plates 13 and 14 are engaged by pistons 15 which are arranged alternately in contact with each other and are pressed by hydraulic pressure, so that power is transmitted from the input shaft 11 to the output shaft 12. Each clutch 8, 9, 1
The working pressure to 0 is applied to the oil sump 17 by the oil pump 16.
The oil is sucked through the strainer 18 from the clutch oil pressure supply line 21, the flow rate of which is controlled by the intermediate throttle adjustment valve 19, and then supplied from the clutch oil pressure supply line 22 through the switching valve 20. A clutch oil pressure regulating valve 40 is connected to the clutch oil pressure supply line 21 via a line 23 to control the clutch oil pressure and set the final oil pressure, and a clutch oil pressure adjustment valve 40 is provided to the clutch oil pressure supply line 22 via a line 24 to set the initial pressure of the clutch oil pressure. A hydraulic pressure regulating valve 50 is provided, and a back pressure supply line 25 that provides back pressure to the clutch hydraulic pressure regulating valve 40 and the initial hydraulic pressure regulating valve 50 is connected to the switching valve 20 in conjunction with the switching operation of the switching valve 20, so that a back pressure supply line 25 is connected to the clutch hydraulic pressure regulating valve 40 and the initial hydraulic pressure regulating valve 50 in a neutral state. is discharged, and when supplying to any of the clutches 8, 9, 10, the respective clutch hydraulic pressure supply lines 36, 3
7 or 38. Back pressure is line 2
A back pressure switching valve 26 having a switching port from 5 to a discharge line 27 passes through a line 28 to a line 29.
and 30, and one line 30 reaches an initial oil pressure regulating valve 50 through a throttle 32 provided in parallel with a check valve 33. On the way, the other line 29 passes through a throttle 35 provided in parallel with the check valve 34 and reaches a clutch oil pressure regulating valve 40.

Next, the state in which the clutch oil pressure is controlled after the clutch is switched will be explained by explaining the related operations of the above-mentioned valves.

If the switching valve 20 switches the supply of hydraulic pressure from, for example, the position of the first forward speed clutch _9F1 to the position of the reverse clutch 8R, the hydraulic pressure of the clutch 9 is discharged through the line 37, and the hydraulic pressure is supplied to the clutch 8 through the line 36. However, it will be supplied after
At the same time as the switching operation of the switching valve 20, the back pressure switching valve 26, which is electrically interlocked, connects the back pressure supply line 28 to the port of the discharge line 27, and the initial oil pressure adjustment valve 50
Also, the back pressure applied to the clutch oil pressure regulating valve 40 is eliminated.

As a result, the back pressure in the valve chamber 52 is removed from the port 51 of the initial oil pressure adjustment valve 50, so that the pressure oil in the clutch oil pressure supply line 22 flows from the line 24 through the port 53 into the valve chamber 54, and is adjusted. The pressure increase piston 55 facing the pressure regulating piston is connected to the pressure increase piston 55 via the pressure piston 57 and the spring 56.
The pressure regulating piston 57 is urged to the left until it comes into contact with the adjusting screw 60, and the pressure regulating piston 57 opens the throttle of the discharge port 58, and as a result, the pressure regulating piston 57 is immediately drained. Next, the clutch oil pressure is adjusted by narrowing the drain port 58 so that the rightward biasing force of the spring 56, which the pressure regulating piston 57 receives from the left side, and the leftward biasing force of the clutch hydraulic pressure, which the pressure regulating piston 57 receives from the right side, are balanced. Ru. The initial pressure obtained in this way is the third
Equivalent to P ₁ in the figure, the clutch oil pressure is lowered to a constant P ₁
By adjusting to to avoid affecting the rotational speed of the generator driven by the

The slip time of the clutch under initial pressure is on the order of 1-2 seconds, which is achieved by electrically controlling the backpressure switching valve 26 with a timer. That is, when the switching signal of the switching valve 20 is applied, the delay relay (not shown) is switched on.
After ~2 seconds, the relay operates and energizes the solenoid valve of the back pressure switching valve 26, which closes the discharge line 27 and connects the lines 25 and 28, supplying back pressure. . As a result, back pressure is gradually applied to the valve chamber 52 from the port 51 by the throttle 32 in the initial oil pressure regulating valve 50, and the boost piston 55 is biased to the right by this back pressure. Pressure regulating piston 5 via 56
7 to the right. Therefore, the pressure regulating piston 57 begins to close the drain port 58 and gradually increases the clutch supply oil pressure. Since the pressure regulating piston 57 has a smaller pressure receiving area than the pressure increasing piston 55, the pressure regulating piston 57 is unilaterally biased to the right by the pressure increasing piston 55, and the pressure increasing piston 55 is brought into contact with the stepped portion 59 of the cylinder. When this occurs, the boost piston 55 completely closes the drain port 58.
When the drain port 58 is closed, the oil pressure in the line 22 is the same as the oil pressure in the line 21 controlled by the throttle of the throttle control valve 19.

On the other hand, when the initial oil pressure adjustment valve 50 is activated and the clutch oil pressure is kept low, no back pressure is applied to the valve chamber 42 from the port 41, so the boost piston 43 is moved to the right end by the spring 44. Move until the spring 4
The pressure regulating piston 45, which faces the pressure increasing piston 43 via the line 21, 23 and the port 47
The supplied hydraulic pressure applied to the valve chamber 48 through the clutch hydraulic pressure regulating valve 40 is received from the left side and is unilaterally pushed to the right, and the pressure regulating piston 45 opens the throttle of the discharge port 46. As a result, the supplied pressure is increased from the clutch hydraulic pressure regulating valve 40. The lubricating oil pressure is maintained at the lubricating oil pressure by the lubricating oil pressure regulating valve 70 provided in the discharge line 49, but the flow rate of the supplied back pressure is throttled through the throttle 35 in the line 29, and the port of the clutch oil pressure regulating valve 40 is 41 to valve chamber 42
When the pump enters, the booster piston 43 is gradually urged to the left. Furthermore, the pressure boosting piston 43 gradually urges the pressure regulating piston 45 to the left via the spring 44, and the pressure regulating piston 45 is connected to the valve chamber 48 through the port 47 from the line 23 branched from the clutch oil pressure supply line 21. The pressure increase piston 433 of the clutch oil pressure regulating valve 40 begins to throttle the discharge port 46 that discharges the applied clutch supply pressure oil, and the pressure increase piston 433 of the clutch oil pressure regulating valve 40 is urged to the left by the back pressure gradually rising from the right side. The pressure regulating piston 45 facing the clutch gradually closes the throttle of the discharge port 46 so as to generate a rightward biasing force that is balanced with the above biasing force, thereby gradually increasing the clutch hydraulic pressure from the lubricating hydraulic pressure. Since the pressure boosting piston 43 has a larger pressure receiving surface than the pressure regulating piston 45, when the back pressure reaches the maximum, the pressure increasing piston 43 comes into contact with the stepped portion 49 and stops, and the pressure regulating piston 45 springs to the left. The opening degree of the discharge port 46 is narrowed so that the biasing force of the pump 44 and the rightward biasing force due to the clutch hydraulic pressure received by the booster piston 43 are balanced, and the final clutch hydraulic pressure is applied.

The change in clutch oil pressure caused by the increase in back pressure after the back pressure switching valve 26 is opened is shown by the solid line b in FIG.
It is represented by c. That is, from the initial pressure P ₁ set by the initial oil pressure adjustment valve 50 to the initial oil pressure adjustment valve 5
0 and is gradually increased by the clutch oil pressure adjusting valve 40 until reaching the final clutch oil pressure P ₂ given by the clutch oil pressure adjusting valve 40 and kept constant.

By controlling the clutch oil pressure in this manner, the clutch is in a slip state at the initial stage of clutch switching, and then, as the clutch oil pressure gradually increases, the slip rate begins to decrease and is finally engaged.

Therefore, since the power transmission through the clutch is gradually increased, even if there is a load change when the clutch is switched, the rotational speed of the main engine remains at t ₀ at the start of operation of the initial oil pressure regulating valve 50, as shown by the solid line. The rotational speed of the generator 5 is not affected at all by fluctuations of this _magnitude . The rotational speed of the main engine, which was slightly reduced at the initial stage of this clutch switching, gradually recovers as the clutch oil pressure increases.
By the time the clutch is fully engaged, it has returned to its original rotational speed.

The diagram indicated by the one-dot chain line in Figure 3 shows the fluctuation at the time of clutch switching in the case of a conventional control system that does not have an initial oil pressure adjustment valve. is rapidly decreasing, and as a result of this, the rotational speed of the generator also decreases momentarily. At this time, the frequency of the generated power also decreases, especially when operating in parallel with an auxiliary generator.
Applying an overload to this may cause damage.

The above shows the operation of controlling the clutch oil pressure when switching from forward 1st gear clutch F ₁ to reverse clutch R, but from reverse clutch R to forward 1st gear F ₁ and from forward 1st gear clutch F ₁ to forward 2 When accelerating and switching to the fast clutch _F2 , the back pressure switching valve 2 is also activated in conjunction with the switching operation of the switching valve 20.
6 is activated for 1 to 2 seconds, the initial oil pressure adjustment valve 50 is activated for 1 to 2 seconds to maintain the clutch oil pressure at the required low pressure, smooth the clutch into a slip state, and then supply back pressure. By gradually closing the discharge port 58 of the initial pressure regulating valve 50 and gradually narrowing the discharge port 46 of the clutch hydraulic pressure regulating valve 40, the clutch supply hydraulic pressure is gradually increased from the initial pressure and adjusted to a predetermined maximum pressure. It is something to do.

In this way, the switching operation of the clutch during reverse rotation and acceleration can suppress a momentary decrease in the rotational speed of the main engine to a small extent. As a result, the rotational speed of the main generator, which is driven by the main engine via the constant speed drive device, can be held constant without fluctuation even during reverse rotation and acceleration, especially when operating in parallel with the auxiliary generator. Since no frequency fluctuation occurs, the load on both generators is kept in balance.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of a marine drive system incorporating a marine power generator to which the present invention is applied, and FIG. 2 is a clutch hydraulic control circuit diagram of the present invention. FIG. 3 is a chart comparing the clutch oil pressure and the rotational speed fluctuations of the main engine and generator during clutch switching between the present invention and the conventional control. 1...Main engine, 2...Reverse speed reducer, 4...Constant speed drive device, 5...Main generator, 6...Auxiliary generator,
7... Auxiliary engine, 8, 9, 10... Clutch, 16
... Hydraulic pump, 19 ... Throttle adjustment valve, 20 ...
Clutch switching valve, 26... Back pressure switching valve, 29, 3
0... Back pressure supply line, 36, 37, 38... Clutch oil pressure supply line, 40... Clutch oil pressure adjustment valve, 46, 58... Drain port, 50... Initial oil pressure adjustment valve.

Claims (1)

[Claims for Utility Model Registration] 1. A main generator 5 which is driven at a constant speed from the main shaft via a single or multi-stage gear device 4 having a slipping clutch, and an auxiliary generator 6 which is driven by an auxiliary engine 7. In a clutch hydraulic control device for hydraulic clutches 8, 9, and 10 of a marine reversing speed reducer 2 of a marine propulsion system equipped with a marine power generator operating in parallel, the clutch switching valve 2 is connected to the hydraulic pump 16.
A throttle valve 19 for adjusting the flow rate of pressure oil is provided in the clutch oil pressure supply line up to 0, and a clutch oil pressure adjustment valve 40 is installed on the inlet side of the throttle valve 19, and an initial oil pressure adjustment valve 50 is installed on the outlet side of the throttle valve 19. Back pressure supply lines 29 and 30 are provided to drain oil and control the oil pressure, and supply back pressure to the clutch oil pressure adjustment valve 40 and the initial oil pressure adjustment valve 50, and are connected to the clutches 8 and 9 via the clutch switching valve 20. ,10
The switching valve 2 is connected to clutch hydraulic pressure supply lines 36, 37, and 38 to which operating hydraulic pressure is supplied to the clutch hydraulic pressure supply lines 36, 37, and 38.
0, and the back pressure supply line 29,
30 is provided with a back pressure switching valve 26 that communicates in conjunction with the switching operation of the clutch switching valve 20 to first cut off the supply of back pressure and eliminate the back pressure, and then to supply back pressure after a certain period of time, Pressure increasing mechanisms 32, 33, 3 that gradually increase and apply back pressure to the initial oil pressure regulating valve 50 and the clutch oil pressure regulating valve 40.
4 and 35 are provided, and the back pressure switching valve 26 is first closed in conjunction with the switching operation of the clutch switching valve 20 for reversing or shifting the clutch of the marine reversing speed reducer, and simultaneously eliminates the back pressure and adjusts the initial oil pressure. Valve 5
0 drain port 58 and drain the hydraulic pressure supplied to the clutch from the hydraulic pump 16 via the clutch hydraulic pressure adjustment valve 40 and throttle valve 19, the clutch supply hydraulic pressure is maintained at a low constant initial pressure, and then After a certain period of time has passed, the back pressure switching valve 26 is opened and the back pressure is changed to the initial hydraulic pressure adjustment valve 50.
is supplied to the clutch hydraulic pressure regulating valve 40, and the drain port 58 of the initial hydraulic pressure regulating valve 50 is supplied to the clutch hydraulic pressure regulating valve 40 by the back pressure.
A clutch of a marine reversing speed reducer having a main power generator, in which the drain port 46 of the clutch hydraulic pressure regulating valve 40 is gradually throttled in response to increasing back pressure as the throttle is closed, and the clutch supply hydraulic pressure is gradually increased. Hydraulic control device. 2 Electromagnetic valve type back pressure switching that electrically interlocks with the switching operation of the clutch switching valve 20 to cut off the back pressure and eliminate back pressure oil, and at the same time, a timer operates and communicates after a predetermined time to supply back pressure. A clutch hydraulic control device for a marine reversing speed reducer having a main power generator according to claim 1, which is provided with a valve 26.