JPH0450517A - Hydraulic clutch controller for ship propeller - Google Patents

Abstract

PURPOSE:To prevent the occurrence of judder sounds and provide high transmissibility of power by providing a controlling means for reducing working oil pressure in a hydraulic clutch when rotational variation exceeds a predetermined value and increasing the working oil pressure when the rotational variation is less than the predetermined value. CONSTITUTION:A signal of a rotational frequency detecting means 91 consisting of an engine rotational frequency detector 16 provided between an engine 11 and hydraulic clutch 14 and a propeller shaft rotational frequency detector 18 provided between a speed change gear train 12a and a propeller 13 is inputted to a rotational variation detecting means 92 of a working oil pressure controlling means 23. A rotational variation signal obtained here is inputted together with a signal of a Ns setter 22 to a control section 93 which processes these signals in a predetermined manner to control a pressure adjusting means, i.e., pressure intensifying valve and pressure reducing valve by the output. A pressure reduction adjusting valve 35 for reducing the working oil pressure from the same oil pump 29 is controlled by the adjusting means to operate the hydraulic clutch 14 for slip control through a forward-backing change-over valve 60 changed over by a manual change-over means 94 or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a hydraulic clutch provided between an engine and a propeller of a marine propulsion device.

[Prior Art] In a conventional device of this kind, as shown in FIG. The gear is changed and the information is transmitted to the propeller 13. A multi-disc hydraulic clutch 14 is provided on the input shaft side of the transmission 12.
The slip of the clutch is adjusted by controlling the oil pressure.

In such marine transmissions, when the engine torque fluctuates at low speeds and low loads, the gears that make up the transmission gear train collide with each other due to bank lash, producing an unpleasant rattling sound. Sometimes. Conventionally, in order to prevent the occurrence of this rattling noise, the driver has performed a clutch pressure reduction operation to cause the clutch to slip. However, the slip of the clutch tends to be excessive, which may lead to deterioration of the clutch engagement feeling. Furthermore, since the viscosity of hydraulic oil changes greatly depending on temperature, it has been difficult to cause appropriate slippage.

On the other hand, in order to eliminate the above-mentioned drawbacks, the present applicant has proposed a technology in which clutch slip is controlled by detecting the occurrence of rattling noise with a vibration detector and controlling the hydraulic pressure to the hydraulic clutch (Unexamined Japanese Patent Publication No. Showa 63-57945
issue).

[Problem to be solved by the invention] Although the above technology is much more effective in preventing rattle noise than the previous method in which the oil pressure of the hydraulic clutch was controlled manually by the driver, it is difficult to detect rattle noise by vibration. Therefore, vibrations other than rattle noise, such as engine vibrations, could cause the clutch to operate, causing the clutch to slip even though there was no rattle noise.

[Means for Solving the Problems] In order to solve the above-mentioned drawbacks of the conventional ones, the present invention provides a hydraulic clutch and a speed changer in the power transmission path between the input shaft connected to the engine and the output shaft connected to the propeller. In a hydraulic clutch control device for a marine propulsion device provided with a gear train, a rotation speed detection means for detecting rotation speed in a power transmission path, a rotation fluctuation detection means for determining rotation fluctuation based on the detected rotation speed,
This system is equipped with a control means that lowers the working oil pressure of the hydraulic clutch when the rotational fluctuation exceeds a predetermined value, and increases the working oil pressure when the rotational fluctuation is below a predetermined value, thereby preventing the rattling noise that occurs in the transmission. This is what I did.

[For production]

Since the present invention is configured as described above, the rotation speed of the power transmission path between the engine and the propeller is constantly detected, and when the rotational fluctuation exceeds a predetermined value, the oil pressure of the hydraulic clutch provided in the power transmission path is adjusted. lower and reduce slip.

〔Example〕

Embodiments of the present invention will be described based on the drawings. 1 and 2 show an overall outline of the device of the present invention, and show an engine 11
and a propeller shaft 15 that drives the propeller 13, there is provided a forward/reverse switching type transmission 12 that includes a transmission gear train 12a and a hydraulic clutch 14, and the input shaft side of the transmission 12 detects the engine rotation speed. In addition to providing an engine rotation speed calibrator 16, a propeller shaft 15 which is the output side of the transmission 12 is provided.
A propeller rotation speed detector 18 is provided in close proximity to the iron gear 17 provided in the. The transmission 12 includes a pressure reducing valve 20 and a pressure increasing valve 2.
1, and each is controlled by a control device 23 which inputs signals from the engine rotation speed pressure detector 16 and propeller rotation speed detector 18 and a signal from the setting device 22.

The hydraulic clutch 12 and its hydraulic system are shown in FIG. That is, the input shaft 25 that inputs power from the output shaft of the engine is
The power is transmitted to the propeller shaft 15 via a pair of hydraulic clutches 26 and 27 to drive the propeller 13. Of the pair of hydraulic clutches 26 and 27, 26 is a forward clutch, and 27 is a reverse clutch.

The oil from the oil tank 28 is pressurized by an oil pump 29, which is a hydraulic pressure supply means, and sent to the main pipe 30, and the pressure is set to P by a relief valve 31. is maintained. The pressure oil in the main pipeline 30 is branched into a first pipeline 32, a second pipeline 33, and a third pipeline 34. The pressure oil in the first conduit 32 is sent to the rotating parts of the normal rotation reduction gear and the reverse rotation reduction gear through the throttle 32a and the oil cooler 32b, and lubricates them. The pressure oil in the second pipe line 33 is sent to the pressure reduction regulating valve 35. The pressure reduction regulating valve 35 is a small diameter cylinder 36
, a cylinder 39 consisting of a medium-diameter cylinder 37 and a large-diameter cylinder 38, a pressure reducing valve 40 sliding inside the cylinder 39, an adjusting piston 41 sliding inside the large-diameter cylinder 38, and a cylinder 39 between the pressure reducing valve 40 and the adjusting piston 41. It consists of a spring 59 provided. The first chamber 42 in the cylinder 39 has a pressure regulating pipe 43, the second chamber 44 has a drain boat 45, and the third chamber 46 has a discharge boat 4.
7 and an inflow boat 48 and a drain boat 50 whose opening degree can be adjusted, and a drain boat 52 is provided in the fourth chamber 51 and connected to each other. The third conduit 34 is provided with a throttle 53, an oil filter 54, a relief valve 55, and a pressure increase valve 21, and communicates with the first chamber 42 of the pressure reduction regulation valve 35 via a pressure regulation pipe 43. The connection between this third pipe line and the pressure regulating pipe 43 is connected to the oil tank 28 via the pressure reducing valve 20 and the manual on-off valve 56t.
Return to The discharge boat 47, which is always in communication with the third chamber 46 of the pressure reduction regulating valve 35, is connected to the first opening hole 61 of the forward/reverse switching valve 60. The forward/reverse switching valve 60 further includes a second opening 62 communicating with the oil tank 28 , a third opening 63 communicating with the first pipe 32 , and a piston 65 operating to press the multi-disc clutch 64 of the forward hydraulic clutch 26 . A fourth opening 67 communicating with the utility pipe 66 and a multi-disc clutch 70 of the reverse hydraulic clutch 27
The fifth piston 71, which presses the
An open lower lower 3 is provided. The forward/reverse switching valve 60 has a first valve 74, a second valve 74, and a second valve 74 to switch the first to fifth openings in three ways.
It is provided with a valve 75 and a third valve 76, and can be manually switched to either one.

In the hydraulic system, when the pressure reducing valve 20 and the pressure increasing valve 21 are in the state shown in FIG. 3(a), the electromagnetic coil 7 of the pressure increasing valve 21
9 and supplies pressure oil to the third pipe line 34, the pressure of the oil pressure P3 is adjusted so as not to approach P4, and the adjustment piston 41 of the pressure reduction adjustment valve 35 is pressed. The force pushes the pressure reducing valve 40 to the left in the figure via the spring 59, opens the inflow boat 48 by a predetermined amount, and closes the drain boat 50 by a predetermined amount, thereby increasing the pressure in the third chamber. On the other hand, when the third valve 76 of the forward/reverse switching valve 60 is moved to the operating position, the pressure oil in the third chamber 46 of the pressure reduction adjustment valve 35 acts on the piston 65 of the forward clutch 26, causing the multi-disc clutch Since the clutch is pressed, slippage in the clutch is reduced. On the other hand, when the electromagnetic coil 80 of the second pressure reducing valve 20 is energized, the pressure oil in the pressure regulating pipe 43 is drained into the oil tank 28, and the pressure reducing valve 35 operates in the opposite manner to the above, so that the pressure in the third chamber 46 decreases. , since the hydraulic pressure acting on the piston 65 is reduced, clutch slip increases. In this way, the pressure increase valve 21
By controlling the energization of the electromagnetic coil 79 and the electromagnetic coil 80 of the pressure reducing valve 20, the slip of the forward clutch 26 can be arbitrarily controlled.

When the first valve 74 of the forward/reverse switching valve 60 is moved to the operating position, the oil pressure in the third chamber 46 of the pressure reduction regulating valve 35 acts on the piston 71 of the reverse hydraulic clutch 27. , the multi-disc clutch 7 is activated by energizing the electromagnetic coils 75 and 80 in the same way as when moving forward.
0 slip is controlled. When the second valve 75 of the forward/reverse switching valve 60 is moved to the operating position as shown in FIG.
It is used as lubricating oil, and the forward hydraulic clutch 26 and reverse hydraulic clutch 27 do not operate.

The hydraulic system as described above is controlled by a control device 23 as shown in FIG. That is, the signal from the rotation speed detection means 91, which is comprised of an engine rotation speed detector 16 provided between the engine 11 and the hydraulic clutch 14, and a propeller shaft rotation speed detector 18 provided between the transmission gear train 12a and the propeller 13, is activated. It is input to the rotational variation side ratio means 92 of the hydraulic control means 23. The rotational fluctuation signal obtained here is input to the control section 93 together with the signal from the Ns setter 22. This control section 93 processes signals according to a flowchart to be described later, and uses the high power to control the pressure regulating means, that is, the pressure increase valve 20 and the pressure reduction valve 21. This adjustment means controls the pressure reduction adjustment valve 35 that reduces the pressure of the working oil pressure from the same oil tank 29, and operates the hydraulic clutch 14 via the forward/reverse switching valve 60, which is switched by a manual switching means 94, to control slippage. Do this.

The control section 93 performs control according to the flowchart shown in FIG. 4(a). This series of controls is 0.0
Start 101 by trigger signal at 5 second intervals and start 1
02. The dial setting value Ns in the setting device 22 is read 1 (step 13), and it is determined 104 whether or not this Ns is larger than the fixed value A. If it is larger, a rattle noise control 105 is performed to prevent rattle noise generated in the transmission. When the value is smaller than or equal to the fixed value A, the I-rolling control 126 is performed.

The fixed value A is a value that is set in advance at the time of shipment, such as 300 rpm or 500 rpm, according to the maximum trolling propeller rotation speed depending on the type of ship.

At the time of rattle noise control 105, engine rotation speed detector 16
Detect engine speed Ne at 106, set B=1 if engine speed Ne is 850 rpm or more twice in a row, and set B if Ne is 750 rpmJJ or lower at the same time.
=O, otherwise set 107 B=B as the previous value. Next, check whether the above B=0, that is, whether the engine rotation speed Ne is 750 rpm or less where a rattling noise can occur, or -85 Orp after it has become 750 rpm or less.
m or less is determined 108, and if the condition is met, the propeller rotation speed Np detected by the propeller rotation speed detector 18 during the sample time is determined.
Find the maximum value Npmax and the minimum value Npm1n 109° After finding the difference α between the 100-degree values Npmax and Npm1n, that is, the rotational fluctuation, perform hydraulic control 1 according to that value.
11, after that control ends, proceed to the next control (that is, the activation starts 0.05 seconds after the activation of that control)1
12° Note that B is initialized to 0 after the engine is started.

Note that Box 1 of the flowchart in the above embodiment
Instead of 09, as shown in FIG. 4(b), only the signal of the engine rotation speed detector 16 is used to find the maximum value Nemax, minimum value Nem1n, and average rotation speed Nemean during the sample time 115, and the rotation fluctuation is calculated. Rate β=: (
Find Nemean)/Nemean1
16. It is also possible to perform hydraulic control 117 based on the value of β.

When controlling the value of rotational fluctuation α, as shown in FIG.
According to the graph shown in Figure (a), the width of ±5 rpm is defined as an insensitive region around the value of α of 25 rpm, and as the value of α approaches Orpm, the opening time t1 of the pressure increase valve 21 is gradually increased to the control activation interval of 0.05 sec. tIsec and t2sec are determined so as to increase the opening time t2 of the pressure reducing valve 20 (that is, gradually decrease the time during which the electromagnetic coil 79 is energized), and conversely increase the opening time t2 of the pressure reducing valve 20 as the rotational fluctuation becomes larger. 121° According to this value, the valve 21 is opened for tlsec, or the valve 20 is opened for t2sec.
22, return to the initial start 102 123° When performing control based on the rotation fluctuation β of the engine speed as in the embodiment shown in FIG. 4(b), the preset graph shown in FIG. 6(b) According to β, for example 0
．． A width of ±0.05 rpm centered on lrpm is defined as an insensitive region, and as it approaches 0, the opening time t1 of the pressure increase valve 21 increases.
It is also possible to determine t1sec and tlsec to 12+ so that the opening time t2 of the pressure reducing valve 20 increases gradually, and conversely, the opening time t2 of the pressure reducing valve 20 increases as the rotational fluctuation increases.

The dead zones α and β in Figures 6(a) and (b) can be arbitrarily adjusted by manual adjustment or other adjustment means according to the characteristics of each propulsion unit, transmission, propeller, etc. desirable.

When determining the speed fluctuation by detecting the propeller rotation speed as described above, control is performed using a hydraulic clutch that reduces rotation fluctuation, and the predetermined value is 25r.
It can be set to a value as low as about pm, and can be set lower than a predetermined value when controlling the hydraulic clutch using rotational fluctuations in the engine speed itself.

The above control is for preventing rattling noise, and the control section 93 also performs the following controls.

That is, when the engine speed Ne is outside the rattle noise control range in the determination unit 108, the oil pressure of the hydraulic clutch is increased 124.
125, and move to the next control with the clutch in the directly connected state.
゜In addition, the rotational fluctuation rate of the propeller shaft α=(Npmax −
When controlling by finding Npm1n)/Npmean,
Since the rotational fluctuation becomes smaller at high speed rotation, it is also possible to eliminate this step.

On the other hand, when the dial setting value Ns in the setting device 22 is smaller than or equal to the fixed value A, trolling control 126 is performed, and after detecting the engine rotation speed Ne 127, if the value of Ne is 120 Orpm or more twice in a row, C =
1 and similarly, if Ne is less than 60Orpm, C
= 0, otherwise set 128 C = C as the previous value. Then c=.

Whether or not the engine rotation speed Ne is 60 Orpm.
The propeller rotation speed detector 18 determines whether the speed is below 1200 rpm or below 1200 rpm after being below -600 rpm. Propeller rotation speed Np
Find 130, propeller rotation speed Np and dial setting value N
Calculate the value of the difference δ = N p - N s with 131
As shown in the graph of FIG. 8, hydraulic control 2 is performed based on a predetermined graph 132°, that is, as shown in FIG. 7, when hydraulic control 2 starts 133, Np changes to Ns according to the graph of FIG. ± around δ=0, which is the equal time
A dead zone of about 5 rpm is set, and the more Np becomes smaller than Ns, the longer the opening time of the pressure increase valve 21 becomes. - is gradually increased, and conversely, as Np becomes larger than Ns, the opening time t2- of the pressure reducing valve 20 is similarly increased.
sec and t2 sec are determined.Based on this value, the pressure increasing valve 21 opens tl Sec, and the pressure reducing valve 2
0 releases for t2 sec and returns to the initial control 136
This makes it possible to maintain the trolling propeller rotation speed desired by the driver, that is, the dial setting value NS.

On the other hand, once the engine rotation speed Ne reaches 1200 rpm or more twice in a row in the determination unit 129, it becomes 600 rpm.
Unless the following occurs, reduce the oil pressure of the hydraulic clutch to 0 (137), disengage the clutch, and then proceed to the next control (138)
6, that is, steps 129 to 132, set the propeller rotation speed Np to the dial setting value N, regardless of the engine rotation speed, as long as the engine rotation speed is at least 60 Orpm.
s can be maintained, and the clutch is turned off when the engine speed is at least 120 rpm or higher, so it is possible to prevent high slippage of the clutch that would lead to an abnormal rise in oil temperature. Note that the initial value is set after the engine is started.

In addition, in the above embodiment, the pressure increasing valve 21 and the pressure reducing valve 20
Although these valves are configured to perform respective controls, these valves may be replaced by valves as shown in FIG. 3(b). That is, the regulating valve 140 is connected to the first valve 141, the second valve]42, and the third valve 1.
43, and electromagnetic coils 144 and 145 are provided at both ends. This pressure regulating valve 140 is installed at the position of the pressure increasing valve 21 of the above embodiment, that is, in the third pipe line 34, and a drain port 1 to the oil tank 28 is provided, and furthermore, the pipe in which the pressure reducing valve 20 of the above embodiment is installed is installed. Eliminate the road. This adjustment valve】4
0, a valve closing signal is sent to the electromagnetic coil 79 of the pressure booster valve 21 of the above embodiment (however, the energization time is 0.05 sec).
-tlsec) is replaced by an energization signal to the electromagnetic coil 144, and instead of a valve opening signal to the electromagnetic coil 80 of the pressure reducing valve 20, an energization signal to the electromagnetic coil 1451 is used. In this way, when the electromagnetic coil 144-\ is energized, the pressure regulating valve 14
When the first valve 141 of the pressure reduction adjustment valve 35 increases the hydraulic pressure in the first chamber 42 of the pressure reduction regulating valve 35 and the electromagnetic coil 145 is energized, the third valve 43 becomes the operating position, and the first chamber 4
2. Drain the oil pressure to reduce the oil pressure. By using such a valve, the valve mechanism and piping system are simplified.

In this embodiment, a pressure reducing regulating valve 3 as shown in FIG.
5, this valve has a pressure regulation control port 48 and a discharge boat 47, which are each independently divided into two sections, and unlike conventional valves of this type, the pressure regulation control port 48 and discharge boat 47 cannot be connected to the inlet boat or the discharge boat. It communicates with the pressure regulation control boat and does not control the pressure of the pressure regulation control port by feeding back the pressure fluctuations of the two boats, and the pressure of the pressure regulation control port is controlled by combining an input valve and a drain valve. Since this is implemented by time-controlling three states, one closed and one open, the reliability of the control is improved.

(Effects of the Invention) Since the present invention is configured and operates as described above, the working pressure of the hydraulic clutch is lowered in the rotation speed region where rattling noise occurs, and
Sliding the hydraulic clutch prevents rattling noise from occurring, and increases the slip rate of the hydraulic clutch when no rattling noise occurs or the level of rattling noise is low and below a predetermined value of rotational fluctuation. As a result, a high power transmission rate can be achieved without rattling noise or with a low level of rattling noise.

Further, since the control is performed based on the rotational speed of the power transmission path, there is no influence of vibrations other than rattle noise, and only rattle noise can be reliably prevented.

[Brief explanation of drawings]

Fig. 1 is a claim correspondence diagram showing an outline of the operation of the hydraulic clutch control device of the present invention, Fig. 2 is a schematic diagram of a power transmission mechanism and control device to which the pressure regulating clutch control device of the present invention is applied, and Fig. 3 (a ), (b) is a diagram showing a hydraulic clutch and its hydraulic system, the fourth part is a diagram showing the control flow of the control device according to the present invention, (a) is a diagram showing the first embodiment, and (b) is a diagram showing the control flow of the control device according to the present invention. FIG. 5 is a detailed control flow diagram of the hydraulic control section shown in FIG. 4, and FIG. 6 is a graph showing its control conditions. ) shows the second embodiment, FIG. 7 is a detailed control flow diagram of the oil control unit 2 of FIG. 4, FIG. 8 is a graph showing the control conditions, and FIG. 9 is the hydraulic clutch control of the conventional and present invention. FIG. 2 is a schematic diagram of a ship to which the device is applied. 11 engine 12. Transmission 13; Propeller 14 Two hydraulic clutches 15'' Propeller shaft 16
．． Engine speed detector 18: Propeller speed detector 20: Pressure reducing valve 2]: Pressure increasing valve 22: Setting device
26; Forward clutch: Reverse clutch 2 Oil pump 2 Pressure reducing valve: Forward/forward switching valve Piston: Rotation fluctuation detection means

Claims (1)

[Claims] In a hydraulic clutch control device for a marine propulsion machine, which has a hydraulic clutch and a transmission gear train in the power transmission path between the input shaft connected to the engine and the output shaft connected to the propeller, the rotation speed is controlled in the power transmission path. a detection means for detecting, a rotation fluctuation detection means for determining rotation fluctuation based on the detected rotation speed;
A hydraulic clutch control device for a marine propulsion device, characterized in that a control means is provided for controlling the hydraulic pressure of the hydraulic clutch to be lowered when the rotational fluctuation exceeds a predetermined value, and to increase the hydraulic pressure when the rotational fluctuation is below a predetermined value.