JPH04187039A - Automatic controlling apparatus for two-speed reducing and reversing device for ship - Google Patents

Abstract

PURPOSE:To provide the subject apparatus capable of performing a net-hauling work in high efficiency without returning back to the successive operation position for the changeover control by using a specific construction enabling automatic changeover of a reducing and reversing device between a high reduction ratio in net-hauling stage and a low reduction ratio in navigation stage. CONSTITUTION:A discrimination means automatically discriminates whether the ship is in the net-hauling stage or in the navigation stage by the rack position, etc., of an engine. A changeover signal is outputted from a controlling means based on the discrimination result transmitted from the discrimination means to select high reduction ratio in net-hauling stage and low reduction ratio in navigation stage. Finally, a reduction and reversing device is switched to high reduction ratio or low reduction ratio by a changeover means based on the changeover signal.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for a two-stage reduction gear for marine vessels, which allows selection of large deceleration and small deceleration during forward movement.

BACKGROUND ART In a ship equipped with a two-stage reduction gear, during normal cruising, a large deceleration is generally selected at low speeds, and a small deceleration is selected at high speeds. In such a two-stage reduction gear, the inventors of the present application have designed the reduction stage to be automatically switched according to the engine speed, and to improve the speed reduction gear when carrying out seining work that requires a large reduction in speed. In 1987, he invented an automatic control device in which a seining mode in which a large deceleration is constantly selected by operating a button or the like was filed as Japanese Patent Application No. 63-200538 (Japanese Unexamined Patent Publication No. 2-51623). In addition, this automatic control device controls the engine speed at the time of switching so that the engine speed and the propeller side speed when the reducer clutch is connected match each other. This is to prevent shock.

Problems to be Solved by the Invention In the above-mentioned conventional automatic control device, when large deceleration is selected regardless of the engine speed, such as during seining work,
It is necessary to always return to the operating position and manually operate the large deceleration or seine selection button, etc., making the work complicated and, for example, requiring the installation of operating equipment at the working position, which increases costs. It had the disadvantage of being expensive.

Furthermore, even when carrying out seining work, if there is sufficient engine speed, a small deceleration is sufficient, and this can reduce fuel consumption; however, in the past, such The operator has to make various judgments one after another, and due to the complexity of the process, the operator always selects large deceleration while seine netting. One object of the present invention is to provide an automatic control device that automatically determines the seine state and switches to a large deceleration, and further selects a small deceleration if there is room for the large deceleration. Our goal is to provide the following.

Furthermore, when the seine is automatically determined and the reducer is switched in this way, depending on the method for determining the seine state, the accelerating state of the engine rotation speed may be determined to be the seine state; Except in cases where the vessel is accelerating, seine is not carried out; in such cases, control in accordance with normal sailing conditions is required.

A second object of the present invention is to provide an automatic control device that does not cause such inconvenience by not performing seine control during acceleration.

In addition, with conventional control devices, the propeller rotation speed changes before and after switching the reduction stage, which causes the ship to suddenly accelerate or decelerate, resulting in poor ride comfort.
In addition, when connecting the reducer clutch, if the engine speed is too high, the shock of engagement will be large, so the engine speed is lowered to a speed without shock before switching, but if the speed is If the propeller rotational speed is higher than the rotational speed at which no change occurs as described above, there is a problem in that the propeller rotational speed changes significantly even if the insertion shock is reduced. Another object of the present invention is to provide an automatic control device that prevents both the change in propeller rotation speed and the impact of insertion.

Means for Solving the Problems In order to solve the first problem described above, the present invention provides means for distinguishing between a towing state and a sailing state of a vessel, and a switch for switching a reduction/reversing gear between large deceleration and small deceleration. and a control means for outputting a switching signal to the switching means so as to cause a large deceleration during towing and a small deceleration during sailing based on the determination result of the determining means.

Similarly, the second invention is provided with a rotation speed detecting means for detecting the rotation speed of the engine, and is configured to reduce the speed slightly when the rotation speed is not used during seine fishing or when there is sufficient rotation speed even during seine netting. It is characterized by comprising a control means for outputting a switching signal to the switching means.

In the third invention, there is provided a switching means for switching the reduction/reversing gear between large reduction and small reduction, means for adjusting the engine speed, rotation speed detection means for detecting the engine speed, and switching between the large and small reduction. The present invention is characterized by comprising a control means for outputting a control signal to the engine rotation speed adjusting means so as to increase or decelerate the engine rotation speed so that the propeller rotation speed does not fluctuate when switching between the two.

In the fourth invention, there is provided a switching means for switching the deceleration and reversing gear between large deceleration and small deceleration, a detection means for detecting a change in the engine rotation speed, and when increasing the engine rotation speed based on the detection result of the detection means. and control means for inactivating switching of the switching means.

The fifth invention comprises a switching means for switching the reduction/reversing gear between large reduction and small reduction, and an engine rotation speed adjustment means,
When switching from small deceleration to large deceleration, the engine speed is decelerated to a speed without switching shock, and when switching from large deceleration to small deceleration, the engine speed is reduced so that the speed without switching shock and the propeller rotation speed do not change. The engine is characterized by comprising a control means for controlling the engine rotation speed adjusting means so that the engine rotation speed is set to a lower rotation speed.

In a sixth aspect of the invention, there is provided a means for discriminating between a towing state and a sailing state of a vessel, and a detection means for detecting an accelerator position of an engine;
A switching means for switching the deceleration/reversing device between large deceleration and small deceleration, and a detection result of the accelerator position detection means.When the accelerator position is below a certain set value, large deceleration is performed, and at other times other than during seine netting, small deceleration is performed. and control means for controlling the switching means so that

In the seventh invention, there is provided a switching means for switching the reduction/reversing gear between large deceleration and small deceleration, a detection means for detecting the accelerator position of the engine, a rotation speed detection means for detecting the rotation speed of the engine, and both of these detection means. and a control means for outputting a switching signal to the switching means so as to cause a large deceleration during seine based on the determination result. do.

Embodiment FIG. 8 shows the overall outline of the control device of the present invention. In the figure, (1) is the engine, and (2) is the engine (
1), and its constituent elements and hydraulic circuit are known from Japanese Patent Application Laid-open No. 2-51623, and their explanation will be omitted. The power of engine (1) is this deceleration and reversal! ! ! After being decelerated or reversed by (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 (10) for switching between forward and backward travel, and a regulator handle (11) for adjusting the engine speed. is provided. (12) is a regulator lever that adjusts the amount of rotational speed of the engine, and a DC motor (13) as an actuator that rotates the regulator lever (12) is connected to this regulator lever (12>). The engine (1) also includes an engine rotation sensor (14) that detects the rotation speed of the engine, a rack position detection sensor (24), an accelerator position detection sensor (32), and a regulator position detection sensor (26). is installed.

On the other hand, the reduction/reversing gear (2) includes an electromagnetic switching valve (15) as an actuator for switching the reduction gear in the forward gear (hereinafter referred to as the gear change switching valve), and a forward/reverse gear for switching between forward and reverse gears. A switching valve (16) is attached, and the forward/reverse switching handle (10) is connected to this forward/reverse switching valve (16) by a push-pull cable (17).

(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 microcomputer, and internally contains a CPU (Central Processing Unit) that manages various controls and calculations, a ROM (Read Only Memory) that stores control programs, etc., and various detection data, etc. It is equipped with RAM (random access memory) for storing data. On the other hand (22),
This is an operation panel placed in a driver's seat or the like of a ship, and this operation panel is provided with an auto-manual changeover switch (23) for selecting either an automatic control mode or a manual control mode. The above controller (
18), a signal from the changeover switch (23) is input.

The controller (18) also receives a detection signal from the engine rotation sensor (14), a detection signal from a regulator position detection sensor (26) installed on the DC motor (13), and a propeller rotation that detects the propeller rotation speed. The detection signal from the sensor (28), the signal from the detection means (30) for detecting the switching position of the deceleration switching valve (15), the signal from the accelerator position detection sensor (32), and the rack position detection sensor (24) are detected. Man-powered. Further, the rotation operation of the regulator handle (11) is performed via the push-pull cable (31) to the accelerator position detection sensor (3).
2) so that human power is applied to the controller (18) side. The reduction gear switching signal from the controller (18) is output to the reduction switching valve (15), and the reduction switching valve (15) is automatically switched in response to 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 -speed/second speed selection switch (27) (37), that signal is input to the controller (18). and outputs an output signal to switch the deceleration switching valve (15).

Next, the flow of control when the auto-manual changeover switch (23) on the operation panel (22) is switched to the auto side will be explained according to the flowcharts shown in FIG. 1 and subsequent figures.

FIG. 1 is a flowchart showing the flow of control in which the seine state is determined based on the position of the control rack of the engine and the engine speed.

As shown in Figure 2, during normal sailing, the regulator position and the control rack position correspond to each other, and during seining work, depending on the seine load, Since the position of the control rack is relatively higher than that of the actual boat, it is possible to determine whether the boat is in a seining state or a normal sailing state.

First, in Fig. 1, it is determined whether the speed reducer (2) is on the forward side, neutral, or reverse, and when it is not moving forward, it is always switched to the small deceleration side (steps 1 to 3, as shown in the figure). Indicated by a circled number (the same applies below). On the other hand, when moving forward, it is necessary to judge whether the accelerator position A of the engine is equal to or higher than the position A1 in FIG. When the rotational speed is at the lower position, switching control is performed to achieve a large deceleration (step 5.6). The reason for this is that normally the speed is controlled so that the speed is always kept at a small speed, but when the accelerator is at its lowest position, the propeller speed cannot be lowered any further, so a large speed reduction is used to lower the speed of the propeller. It is intended to be obtained.

When the accelerator position A is equal to or above A11 and is connected to large deceleration,
Step 7: Control the regulator actuator (13) accordingly to a position corresponding to the large deceleration.
8) Furthermore, calculate the difference between the current engine speed and the engine speed after ΔT seconds, and confirm that the value Δno/ΔT is not larger than a predetermined value a, that is, the engine is not accelerating. (Step 9), and the process moves on to a judgment as to whether or not the control rack is in a position where seining can be carried out (Step 10).

In this judgment, when the net is in the position of the seine netting state, the switching state with large deceleration is continued as it is.

In step 10 above, if the net is not in a position where seining is to be performed, control is performed to switch to a small deceleration. First, compare and calculate whether or not the current engine speed n,2 is larger than the speed ns2 that does not cause a switching shock when switching to small deceleration (Step 11). If the engine speed does not cause a shock, then switch In order to prevent the subsequent propeller rotation speed from changing, the regulator actuator (13) is moved to a position where the engine rotation speed is the same as the current small deceleration (step 12). After controlling the engine speed in this way, switch to small deceleration (step 13).
. On the other hand, in the opposite case in step 11, the engine rotational speed n 11 when the small deceleration is made at that rack position
2X++/+2 is lower than the rotational speed ns2 (Step 14), in which case, the regulator actuator (13) is controlled to be at the rotational speed position at the small deceleration, and then the small deceleration is performed. (steps 15 and 16). Conversely, if the engine speed is equal to or greater than ns2, the engine speed is lowered to -1ns2 and then switched (step 17.18), and the regulator actuator (13) is returned to the original propeller speed with a small reduction. The engine speed is controlled so that These steps 11, 15 and 17 are for preferentially executing rotational speed control of the lower of the rotational speed that does not cause a switching shock or the rotational speed that does not change the propeller rotational speed. The change in rotational speed at this time is, for example, f→ in Fig. 4.
d→C→a.

In step 7, when the state is connected to small deceleration, the rotation speed is controlled to be the same as in step 8.9 for small deceleration, and it is determined whether or not acceleration is being performed (step 20.21).
, when in the towing state, in order to switch to large deceleration, it is necessary to judge whether the current engine speed is a speed that will not cause a shock when switching (Steps 22 and 23). If so, switch directly to large deceleration (step 25); if not, perform position control to lower the regulator actuator to the required rotation speed nsl and then switch (step 24.25).
Thereafter, the propeller rotation speed is controlled to a position where it becomes the rotation speed before switching (step 26). At this time, the rotational speed changes in the order of a→b→e→f in FIG. 4, for example.

In the flowchart of FIG. 1, the seine condition is determined based on the position of the fuel control rack, but instead of this, the determination may be made by measuring the exhaust gas temperature of the engine. That is,
Since the exhaust temperature is higher during seining than during normal sailing, you can tell that it is seining. In this case, an exhaust temperature sensor is installed in place of the rack position detection sensor (24).

FIG. 5 is a flowchart in the case where the trawl state is determined based on the position H of the water surface at the rear of the hull with respect to the hull. That is, when carrying out seining, the ship's speed is slow and the water level at the stern of the vessel swells and becomes higher than during normal sailing. The judgment is made based on whether it is higher than ′. In this case, in the judgment in step 1o, the trawl judgment is made only when the engine speed ns2 is a speed that causes a shift shock, and in other cases, a small deceleration is made. This is because it is difficult to judge the seine net position at the water surface when it is low.
At this time, I decided to reduce the speed slightly. The same holds true for step 22 with small deceleration. In this flowchart, the determination may be made based on the boat speed at each deceleration stage instead of the water surface position H, and since the boat speed becomes relatively slow during seine netting, the determination can be made based on this.

Figure 6 shows how the accelerator sensor (3
2) is a flowchart in which the set rotation speed, that is, the position of the accelerator sensor (32), is compared with the actual rotation speed. During seine netting, even if the accelerator sensor (32) is at the set rotation speed, the actual rotation speed n will be lower than that, so the seine state is determined based on this. That is, in step 17 of this figure, the difference between the set rotation speed n of the accelerator sensor (32) and the actual rotation speed n is determined by a predetermined value Δn.
When it is larger than that, it is determined that the seine net is in the □ state, and subsequent control is performed to achieve a large deceleration. Furthermore, in this embodiment, at the time of large deceleration, the current rotational speed n is smaller than the rotational speed at which there is room for seine netting even if the deceleration is small, or the rotational speed at which it is not considered that seine netting is being performed. Control is performed to reduce the speed at times. That is, in step 22, when the current rotational speed n is smaller than the predetermined rotational speed n0, the process returns to step 1 so as to achieve a small deceleration, and in step 11.13, a small deceleration is achieved. This is because in this sensing mode, it is difficult to judge whether to seine if the speed is greatly reduced, and when the rotation speed is higher than Tlo, it is used as seine, and in other cases, the process returns to step 1 and a new small deceleration is applied to seine. This is to make a judgment.

FIG. 7 shows another embodiment of FIG. 6, in which the current regulator position R is detected instead of the rotation speed TIO, so that even a rotation speed that should not be traversed or a small deceleration can have a margin. It is designed to judge whether the rotation speed is high or not.
When the position R of the regulator is on the lower rotation side than a certain position R9, and when it is not accelerating, control is performed to switch to a small deceleration (step 9.10).
．． 14.16).

Effects of the Invention As described above, in this invention, the seine condition is automatically determined based on the engine rack position, the stern water surface position, the accelerator position, etc., and the reduction gear is automatically controlled to select large deceleration. Therefore, there is no need to sequentially return to the operating position and perform switching control as in the conventional method, and the netting work can be carried out efficiently. In this case, in the second invention of this application, if it is determined that there is sufficient margin even with a small deceleration, the netting is carried out at a small deceleration without unnecessarily increasing the deceleration even during seine netting. Therefore, it is possible to reduce fuel consumption. Furthermore, in the fourth invention of this application, since the deceleration stage is not switched during acceleration, it is possible to prevent the inconvenience of determining that acceleration is a seine and switching.

Furthermore, in the invention of this application, since the propeller rotation speed is controlled so as not to change before and after switching, it is possible to prevent the inconvenience of the hull suddenly accelerating or decelerating after switching. Switching is performed at a rotation speed that does not cause clutch engagement shock during switching, and switching control is performed at the lower rotation speed between the rotation speed that does not cause the shock and the rotation speed that does not change the propeller rotation speed. Therefore, it has the effect of preventing both of these. Furthermore, when there is no margin in the engine output during seining with a small deceleration and the seine speed is automatically switched to a large deceleration, there is also the advantage that no inconvenience occurs during seine work because the seine speed does not change.

[Brief explanation of drawings]

Fig. 1 is a control flowchart showing an embodiment of the present invention, Fig. 2 is a graph showing the relationship between the fuel control rack position and the regulator position, and Fig. 3 is a graph showing the relationship between the engine speed, the regulator position, and the accelerator position. FIG. 4 is a graph showing the relationship between engine speed and propeller speed, FIGS. 5 to 7 are flowcharts showing other embodiments of the present invention, and FIG. 8 is a graph showing the relationship between engine speed and propeller speed. , is a block diagram of a control device of the present invention. (1)...engine, (2)...reduction/reversing gear, (4)...
... Propeller shaft, (13) ... Regulator actuator, (14) ... Engine rotation sensor, (18) ...
... Controller, (24) ... Rack position detection sensor, (26) ... Regulator position detection sensor, (32) ... Accelerator position detection sensor.

Claims (1)

[Scope of Claims] 1. Means for discriminating between a seining state and a sailing state of a vessel, a switching means for switching a deceleration and reversing gear between large deceleration and small deceleration, and a seining system based on the determination result of the discriminating means. An automatic control device for a two-speed reduction/reversing gear for marine vessels, comprising a control means for outputting a switching signal to the switching means so that the deceleration is large at times and the deceleration is small when cruising. 2. Equipped with a rotation speed detection means for detecting the rotation speed of the engine, and when the rotation speed is not used during seine fishing or when the rotation speed is sufficient even during seine fishing, the switching means is switched to achieve a small deceleration. An automatic control device for a marine two-speed speed reducer/reverse gear, comprising a control means for outputting a signal. 3. A switching means for switching the reduction/reversing gear between large reduction and small reduction, a means for adjusting the engine rotation speed, a rotation speed detection means for detecting the engine rotation speed, and a switching means for switching between the large reduction and small reduction. automatic control of a two-speed reduction/reversing gear for ships, characterized in that the control means outputs a control signal to the engine rotation speed adjusting means to increase or decelerate the engine rotation speed so that the propeller rotation speed does not fluctuate. Device. 4. A switching means for switching the deceleration/reversing gear between large deceleration and small deceleration, a detection means for detecting a change in the engine rotation speed, and a switch for controlling the switching means when the engine rotation speed is increased based on the detection result of the detection means. An automatic control device for a marine two-speed reduction/reversing gear, comprising a control means for disabling switching. 5. Consists of a switching means for switching the deceleration/reversing gear between large deceleration and small deceleration, and an engine speed adjustment means, which decelerates the engine speed to a speed at which there is no switching shock when switching from small deceleration to large deceleration. However, when switching from large deceleration to small deceleration,
A two-speed reduction gear for ships, characterized in that it is equipped with a control means for controlling an engine rotation speed adjusting means so that the rotation speed is the lower of the rotation speed without a switching shock and the rotation speed at which the propeller rotation speed does not change. Automatic control device for reversing machine. 6. A means for determining whether the vessel is in a seine state or a sailing state, a detection means for detecting the accelerator position of the engine, a switching means for switching the deceleration/reversing gear between large deceleration and small deceleration, and detection of the accelerator position detection means. A two-speed marine vessel characterized by comprising a control means for controlling the switching means so that, depending on the result, a large deceleration occurs when the accelerator position is below a certain set value, and a small deceleration occurs at other times other than when seine netting is being performed. Automatic control device for reduction/reversing machine. 7. A switching means for switching the deceleration/reversing gear between large deceleration and small deceleration, a detection means for detecting the accelerator position of the engine, a rotation speed detection means for detecting the engine rotation speed, and a detection result of both of these detection means. A two-speed marine vessel characterized by comprising a determining means for determining whether or not it is the time of seine netting based on the determination result, and a control means for outputting a switching signal to the switching means so as to cause a large deceleration during seine netting based on the determination result. Automatic control device for type reduction/reversing machine.