JPH0251623A - Automatic control device for two-step decelerating clutch for vessel - Google Patents

Abstract

PURPOSE:To eliminate production of a shock by changing a decelerating clutch automatically when an engine speed reaches a predetermined value, and accelerating or decelerating until an engine speed can be obtained corresponding to a propellar speed after deceleration. CONSTITUTION:A controller 18 takes an input of a signal from a detecting senser 30, and outputs a clutch changing signal to a deceleration changing valve 15 if an engine speed by a revolution senser 14 reaches a changing speed to a large deceleration with the deceleration changing valve on a small deceleration side. At the same time, a deceleration signal is outputted to a DC motor 13 for a difference between deceleration ratios of the large deceleration and the small deceleration to control a regulator 12, so acceleration or deceleration is performed to make the speed of an engine 1 correspond to the revolution speed of a propellar shaft 4 after deceleration detected by a revolution senser 24. Change of deceleration can thus be achieved without shock or a sudden acceleration or deceleration of a vessel.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention This invention relates to an automatic control device for a marine two-stage reduction clutch.

Conventional technology: Conventionally, in marine reduction and reversing gears, the forward speed reduction stage is set to two stages.For example, during fishing work where output horsepower is required, the second reduction stage with a large reduction ratio is used, and when cruising at high speed, the second reduction stage is used. ,
For example, using the first reduction stage with a small reduction ratio.
Some models allow the reduction ratio to be selected depending on the purpose. Such two-stage deceleration is performed by selectively engaging and disengaging the clutch for the first reduction stage and the clutch for the second reduction stage, but the propeller rotation speed at the time of clutch switching is the same as the deceleration after switching. If the engine speed does not correspond to the ratio, a large sink will occur when the clutch is engaged, and the propeller will be rapidly accelerated or decelerated, causing the hull to suddenly shift each time the clutch is switched. There is an inconvenience that the device accelerates or decelerates suddenly, resulting in a poor feeling during operation. Conventionally, in order to avoid this inconvenience, when switching the clutch, the engine speed is first lowered to a speed that allows switching, the main clutch is placed in neutral, and then the deceleration switching clutch is switched and the clutch is switched again. When the main clutch is engaged, the engine speed is increased.

Problems to be Solved by the Invention Therefore, in ships equipped with the conventional two-stage reduction clutch, in order to avoid sinking during switching, the clutch is switched after lowering the engine speed to -degree idling. This method has the disadvantage that it requires very complicated operations and has very poor operability. The present invention provides an automatic control device that engages the clutch by automatically matching the engine rotation speed and the propeller side rotation speed when switching the clutch, and also provides such an automatic control device, etc. The present invention provides a control device for a two-stage reduction clutch for ships, which allows manual switching of the reduction clutch in the same manner as in the prior art even in the event of a failure.

Means for Solving the Problems And in order to achieve the above object, the first invention of this application includes an engine rotation speed detection means, a propeller rotation speed detection means, an engine rotation speed adjustment means, and a deceleration device. The clutch switching means outputs a switching signal of the clutch switching means when the engine speed reaches a specified speed during use in one of the reduction gears, and also changes the propeller side rotational speed when the clutch is fully engaged. and a control means for outputting a control signal to the engine speed detection means in accordance with the rotation speed detected by the propeller side rotation speed detection means so that the engine side rotation speeds are substantially the same. Features.

Further, according to the second invention of this application, when the engine speed detection means, the engine speed adjustment means, the deceleration clutch switching operation means, and the operation means are switched, It is determined whether or not the engine rotation speed is a switchable rotation speed, and if the engine rotation speed is not a switchable rotation speed, the engine rotation speed is changed to reduce the engine rotation speed to a switchable rotation speed. An intransitive jTJ device is provided, comprising: control means for outputting a control signal for the adjustment means.

Furthermore, as an emergency measure in case the automatic control mechanism fails, according to the third invention of this application, when the engine speed reaches a specified speed or the deceleration clutch switching operation means is operated, the engine The device controls the switching of the deceleration clutch switching means after controlling the rotational speed, and is characterized by the provision of a manual operation means for selectively switching the deceleration clutch switching means separately from the switching of the deceleration clutch by the control means. A control device for a marine two-stage reduction clutch is provided.

According to the first invention, when the engine speed reaches a certain specified speed, the deceleration clutch is automatically switched, and at the time of the change, the speed reduction clutch is automatically changed to correspond to the propeller speed after deceleration. The engine speed is increased or decreased to reach the engine speed.

Further, according to the second invention, when the deceleration clutch is artificially switched, when the switching operation is performed, the engine rotation speed is similarly increased or decelerated so that the engine rotation speed corresponds to the propeller rotation speed after deceleration. .

Further, in the third invention, even if the automatic control mechanism as described above stops operating due to a failure or the like, the deceleration clutch can be manually operated in place of the automatic control control means.

Example Next, embodiments of the invention will be described.

FIG. 1 shows an overall overview of the control VT system of the present invention. In the figure, (1) is the engine, (2) is the reduction/reversing gear attached to this engine (1), and the engine ( After the power of 1) is decelerated or reversed by this speed reduction/reversal gear (2), it is transmitted from the output shaft (3) to the propeller shaft (4) side. This deceleration/reversal gear (2) is provided with two forward speeds and a reverse speed. (9) is a handle device for operation, and this handle device (9) includes a forward/reverse switching handle (9) for switching between forward and backward travel.
lO) and a regierator handle (!l) for adjusting the engine speed.

(12) is a regulator lever that adjusts the fuel injection amount of the engine, and a DC motor (13) as an actuator that rotates the regulator lever (12) is connected to this regulator lever (12). There is. Further, an engine rotation sensor (14) is attached to the engine (1) to detect the rotation speed of the engine. On the other hand, the reduction/reversing gear (2) includes an electromagnetic switching valve (15) (hereinafter referred to as the reduction switching valve) as an actuator for switching the reduction gear in the forward gear.
An electromagnetic switching valve (I6) for forward/reverse switching is attached as an actuator for switching between forward/reverse.
) are connected by a push-pull cable (17). Further, the speed reducer/reverse gear (2) is provided with a pressure sensor (19) that detects the clutch engagement pressure on the forward side.

(18) indicates a controller for increasing or decreasing the rotational speed of the engine or controlling the switching of the deceleration switching valve (15). This controller (18) is a so-called micro-convenience store, and contains a CPU (central processing unit) that controls various controls and calculations, a ROM (read-only memory) that stores control programs, etc., and various detected data. It is equipped with RAM (Random Access Memory), etc. On the other hand (22
) is an operation panel placed in the driver's seat of a ship, and this operation panel includes an automatic manual changeover switch (23) for selecting either automatic control mode or manual control mode, and a cruising switch. Switches (24) and (25) for selecting the mode and bottom skin mode, and reduction gear changeover switches (26) and (27) for selecting the reduction gear in the manual mode are provided. Unlike the cruise mode, the bottom skin mode does not change the speed reduction stage regardless of the engine speed, and controls the cruise mode to always operate at a large deceleration, for example, on the double gear side.
In this specification, the bottom skin mode is not particularly concerned. Signals from the navigation mode and bottom skin mode switches (24) and (25) are input to the controller (18), and the controller (18) In the case of the bottom skin mode, control is performed to always keep the reduction gear on the large reduction side as described above, and in the case of cruise mode, control is performed to perform deceleration switching as described later.

The controller (18) also includes a detection signal from the engine rotation sensor (14), a feedback signal from the DC motor (13), a detection signal from the propeller rotation sensor (28) that detects the propeller rotation speed, and a deceleration switch. valve(
A signal from a detection means (30) for detecting the switching position of 15) and a signal from a clutch insertion pressure sensor (19) are input. In addition, the regulator handle (1
The rotation operation 1) is transmitted to the accelerator sensor (32) via the push-pull cable (31), and the electrical signal from this accelerator sensor (32) is sent to the controller (18).
It is now input to the side. This controller (1st) outputs a control signal to the DC motor (13) so that the engine rotational speed becomes a predetermined rotational speed according to the input signal from the accelerator sensor (32). Similarly, the speed reduction gear switching signal of the controller (18) is output to the speed reduction switching valve (15), and the speed reduction switching valve (15) is automatically switched based on the signal.

On the other hand, when the auto-manual selection switch (23) is switched to the manual side, when a signal is output from the series/double selection switch (27) (26), that signal is input to the controller (18) side. Then, an output signal is issued to switch the deceleration switching valve (15).

Figure 2 shows the forward/reverse switching valve (16) and the deceleration switching valve (16).
5) shows a hydraulic circuit diagram with. Hydraulic oil pump (
Pressure oil from 35) is first sent to the forward/reverse switching valve (16). When this forward/reverse switching valve (16) is on the reverse side, hydraulic oil is supplied to the reverse clutch (36) side.
The subsequent clutch (36) is fitted. On the other hand, when it is on the forward side, pressure oil is supplied to the deceleration switching valve (15) side. Then, depending on the position of this deceleration switching valve (15), pressure oil is selectively supplied to the - side of the forward clutch (37) and the forward dual clutch (38), so that either one of the clutches is engaged. be done. In addition, (39) in the figure is
A loose fitting valve for gently fitting each clutch (4
0) indicates a slow-fitting valve control valve that controls the loose-fitting valve (39).

Next, we will explain the flow of control when the all-toe manual changeover switch (23) on the operation panel (22) is switched to the auto side and the sailing mode selection switch (24) is turned on. , will be explained according to the flowchart in FIG.

The controller (18) inputs a signal from the detection sensor (30) provided on the deceleration switching valve (15) and determines which deceleration stage the switching valve (15) is in (step Sl), and when the deceleration switching valve (15) is switched to the small deceleration (reduction ratio i1) side, the detected value nE of the engine rotation speed input from the engine rotation sensor (14) becomes large. It is determined whether the rotational speed nz (see FIG. 4) for switching to deceleration (reduction ratio iz) has been reached (step S2). This switching rotation speed n2 is set in advance in the program. Then, while constantly repeating such determination, when the rotation speed reaches n2, a clutch switching signal is output from the controller (18) to the deceleration switching valve (15) (step S3). As a result, the deceleration switching valve (15) starts a switching operation.

However, if the clutch on the small reduction side is engaged in this state, it will be engaged while the engine rotational speed is high compared to the propeller rotational speed, resulting in a large shock.

Therefore, as shown in step 4 in FIG. 3, the engine speed nE is decelerated by the difference nzXit/iz in the reduction ratio between the large deceleration and the small deceleration. The amount of deceleration is n2-n3 as shown in FIG. This deceleration signal is then output to the DC motor (13) to decelerate the motor. At this point,
Corresponds to point a in Figure 5, but in this case, this fifth point
As shown in the figure, even when the engine speed nE is decelerated to n3, the propeller speed np is naturally decelerated from the beginning. The amount of deceleration may change depending on the wind or wave conditions, or the speed may be increased. Therefore, based on the input signal from the propeller rotation sensor (28) side, the controller (18) sets the engine rotation speed nE to the rotation speed corresponding to the reduction ratio after switching to the propeller rotation speed nP. npX
Slightly speeding up or decelerating by il (step S5),
Thereby, as shown in FIG. 5, the clutch is engaged in a state in which the propeller side and the engine side are synchronized.

As mentioned above, in this example, the engine speed is first reduced by the difference in reduction ratio, and then minute adjustments are made to synchronize with the propeller side, so the propeller speed is input from the beginning. The synchronization operation with the propeller side can be performed quickly compared to the case where adjustments are made while making judgments.

Finally, based on the signal from the pressure sensor (19) provided on the clutch (37) side on the small deceleration side, the clutch fitting pressure PH1 detected by the sensor is compared with the target fitting pressure PH (Step S6), the pressure PH1 Repeat step 5 until the pressure reaches the full fitting pressure PH.

On the other hand, in step Sl, when the deceleration clutch (15) is on the small deceleration side, the rotational speed n1 is changed to the large deceleration side.
In step S7), a signal is issued to switch to the large deceleration side when the large rotational speed n1 is reached, and in step S8), the reverse control is performed.
Similarly, the process is completed when the pressure of the clutch (38) on the large deceleration side finally becomes equal to the complete fitting pressure P.

In the above, when switching from the large deceleration side to the small deceleration side, the engine rotation speed nE adjusted in steps S4 and S5 may be higher than the rotation speed nt for switching from the small deceleration side to the large deceleration side. is necessary. That is, in FIG. 4, the rotation speed n3 after switching is n
The engine speed must be higher than l, otherwise, for example, when the engine speed is increased again to the stage of engine speed n], if nl is higher than that n), that is, as shown in the figure. If it is at point b, it will switch to the large deceleration side, causing the inconvenience that it will circulate between these points. On the other hand, the engine speed n4 after switching from small deceleration to large deceleration must similarly be lower than the rotation speed n2 when switching from large deceleration to small deceleration.

The above is control during cruising in complete auto mode, but next, in manual mode, that is, when the auto-manual changeover switch (23) is switched to the manual side, and the deceleration gear selection switch ( 26)
The control (2) when (27) is operated will be explained. In this case, as shown in the flowchart of FIG. 6, the signals from these selection switches (26) and (27) are input to the controller (18). When this operation signal is input (step S1), first, the propeller rotation speed np at this time is stored (step S2), and
At this stage, it is determined whether the engine rotational speed nε at that time is a rotational speed nε that can be switched.Step S3
), the current engine speed nε is the switchable speed n'
If it is larger than E, an engine deceleration signal is output (Step S4), and this is repeated until the condition is satisfied. When the engine speed nε becomes equal to the possible speed n'E, the system changes from large deceleration to small deceleration. In the case of switching to deceleration, the third
The routine from step 83 in the figure is carried out, and in the opposite case, the routine from step 88 onwards is carried out (S5).

Finally, it is determined whether the propeller rotation speed np after switching inputted from the propeller rotation speed detection means (29) is not smaller than the propeller rotation speed n'p stored in advance (step S6). , the engine speed is increased until both rotational speeds become equal (step S7), and this is repeated so that the ship can sail at the same cruising speed as the original cruising speed. Figure 7 shows the situation in this case. It shows the movement of the engine, and the deceleration in step S4 shows the movement from point a to point b in the figure. In FIG. 7, (A) shows the case where the large deceleration is switched to the small deceleration side, and (B) shows the case where the small deceleration is switched to the large deceleration side.

FIG. 8 shows a circuit for manually switching the deceleration switching valve (15) when the controller (18) is unable to perform the above control due to failure or other reasons. This is what is shown. That is,
In ships, the reliability of electronic parts is not as good as in land-based engines due to problems such as vibration and salt, and there is a risk of failure for some reason. Therefore, in Fig. 0, which allows the deceleration switching valve (15) to be manually switched in such a case, (41) indicates the connection of the deceleration switching valve (15) to the solenoid (42). This is an electromagnetic relay installed in the middle of the power supply circuit, and by opening and closing its contacts (43), the deceleration switching valve (15) is switched. For example, when the contact (41) closes, the solenoid (42) of the deceleration switching valve (15) is energized and switches to the large deceleration side, and when the contact (41) is open, the solenoid (42) is set to switch to the small deceleration side. ing. (48) is an emergency changeover switch, and when this changeover switch (48) is turned on to the microcomputer side, the solenoid (44) of the electromagnetic relay (41) is activated according to the output from the controller (18) side. A power supply voltage of 24V is added, so under normal conditions, the controller (1
When the electromagnetic solenoid (44) is energized by a signal from the side 8), the relay contact (43) closes and a large deceleration occurs, and when it is not energized, the contact (43) opens and a small deceleration occurs. In this case, the current of the solenoid (44) flows in the direction of arrow A in the figure through one diode (45). A manually operated changeover switch (46) is arranged in series with the solenoid (44) of this relay and in parallel with the diode (45). In an emergency, when the emergency selector switch (48) is switched to the emergency side, the deceleration selector switch (46) passes through the solenoid (44) without passing through the controller (18), and the other
A closed circuit is formed towards the two diodes (47). In this state, if the deceleration disconnection switch (46) is closed, the relay solenoid (44) is energized and its relay contact (
43) closes and switches to the large deceleration side, and on the other hand, when the switch (46) is opened, the contact (43) opens,
The solenoid (42) of the deceleration switching valve (15) is de-energized and held on the small deceleration side.

In this way, even if the controller (18) side becomes inoperable due to a failure, power supply voltage can be supplied to the deceleration switching valve (15) to switch between large deceleration and small deceleration.

Effects of the invention As described above, according to this invention, firstly, the first and second
In this invention, when the deceleration clutch is switched, the rotational speeds of the propeller side and the engine side are always controlled to be synchronized, so there is no need to perform complicated operations as in the conventional method, there is no need to shift, and the ship is able to avoid sudden acceleration or sudden acceleration. This has the effect of switching between decelerations without being decelerated. In addition, in the first invention, the engine speed is simply increased or decreased by using the regulator handle, etc., and the clutch is automatically switched when the specified speed is reached. This has the effect of allowing you to select deceleration. In addition, in the third invention of this application, even if the control circuit as described above fails, as long as the deceleration switching valve operates normally, the electromagnetic switching valve is operated by the manual switching means. You can get the effect that you can.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram of the control device of the present invention, Fig. 2 is a hydraulic circuit diagram for each deceleration clutch, Fig. 3 is a flowchart showing the flow of the program in the case of auto-cruising mode, Figure 4 is a graph showing changes in propeller rotation speed with respect to engine rotation speed at each reduction stage, and Figure 5 is a graph showing changes in propeller rotation speed with respect to engine rotation speed at each reduction stage.
FIG. 6 is a time chart showing changes in clutch oil pressure, engine speed, and propeller speed when switching from large deceleration side to small deceleration side. , 7th
Figures (A) and (B) are graphs of the relationship between the engine speed and propeller rotation speed showing the engine movement in the flowchart of Figure 5 above, and Figure 8 is a graph of the relationship between the engine speed and the propeller rotation speed in the flowchart of Figure 5 above. It is an electrical circuit diagram. (1)...Engine, (4)...Propeller shaft...
・DC motor for adjusting engine speed, ...Engine speed sensor, ...Deceleration clutch electromagnetic switching valve, ...Controller, ...Clutch fitting pressure sensor, ...Propeller rotation sensor, ...Manual operation Emergency changeover switch, Emergency changeover switch. Patent applicant

Claims (1)

[Scope of Claims] 1. Engine side rotation speed detection means, propeller side rotation speed detection means, engine rotation speed adjustment means, reduction clutch switching means, and during use in one of the reduction stages. When the engine rotation speed reaches a specified rotation speed, a switching signal for the clutch switching means is output, and the propeller side rotation speed is detected so that the propeller side rotation speed and the engine side rotation speed become approximately the same rotation speed when the clutch is engaged. 1. An automatic control device for a two-stage reduction clutch for ships, comprising a control means for outputting a control signal to an engine rotation speed detection means in accordance with the rotation speed detected by the engine rotation speed detection means. 2. When the engine rotation speed detection means, the engine rotation speed adjustment means, the reduction clutch switching operation means, and the operation means are switched, the engine rotation speed at the time of switching is the rotation speed at which switching is possible. control means for determining whether or not the engine speed is present, and outputting a control signal for the engine speed adjusting means to reduce the engine speed to a switchable speed if the engine speed is not a switchable speed; An automatic control device for a marine two-stage reduction clutch, characterized by comprising: 3. When the engine speed reaches a specified speed or when the deceleration clutch switching operation means is operated, the deceleration clutch switching means is switched and controlled after controlling the engine speed, and the deceleration clutch is controlled by the control means. 1. A control device for a two-stage reduction clutch for marine vessels, characterized in that a manual operation means is provided for selectively switching the reduction clutch switching means in addition to switching the reduction clutch.