JPH06201030A - Hydraulic control mechanism for marine reduction and reversing gear - Google Patents

Abstract

PURPOSE:To enable a wide range of slow-speed navigation during low-speed navigation and improve operability at the remote control time by enabling changeover between control for making propeller rotating speed constant and control for making a slip factor constant in a reduction and reversing gear provided with a means for increasing/ decreasing the operating oil pressure of a hydraulic clutch. CONSTITUTION:A marine reduction and reversing gear M, to which the power of an engine is transmitted, rotates a propeller L normally or reversely by the alternative connection of built-in ahead and astern clutches. Each clutch is actuated by operating oil passing through an ahead-astern switching valve V1 and a solenoid pressure reducing valve V2, and the respective valves V1, V2 are controlled by a controller C on the basis of sensor signals. At this control time, propeller rotating speed control is selected during low-speed navigation, and the solenoid pressure reducing valve V2 is controlled according to the deviation between the detected value and set value of propeller rotating speed. At the time of remote operation, slip factor control is selected, and the solenoid pressure reducing valve V2 is controlled according to the deviation between the measured value of a slip factor obtained from engine speed, propeller rotating speed, and the like, and the set value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control mechanism for a marine reduction / reversing machine, which is fixed to the rear part of an engine and switches the rotation of a propeller of a marine vessel to forward / backward to change speed.

[0002]

2. Description of the Related Art Conventionally, a technique relating to a hydraulic control mechanism for a marine speed reduction / reversing machine has been publicly known. For example, it is like the technique described in JP-A-1-98744.

[0003]

In the case of the above-mentioned prior art, a propeller rotation speed setting device is provided, and the setting device is configured to set the propeller rotation speed. However, while propeller speed control is suitable for low speed navigation, control with a constant slip ratio can improve operability when a wide range of very low speed navigation is required. is there. Also, when controlling ship speed by remote control, slip ratio control
It is better to control only the engine governor lever. The present invention is configured such that both propeller speed control and slip ratio control can be switched.

To increase the propeller speed,
It suffices to raise the pressure of the hydraulic clutch to bring it into a completely engaged state. However, when an obstacle in the sea is wound around the propeller, the rotation speed of the propeller does not rise to the set value even if the hydraulic pressure is raised. In this way, when the propeller speed does not increase to the set speed, even if the propeller speed does not increase even if the propeller speed continues for a certain period of time under the set pressure condition, seizure of the friction plate of the hydraulic clutch occurs. To lower.

[0005]

The problems to be solved by the present invention are as described above. Next, the means for solving the problems will be described. That is, in the marine speed reducer / reverse gear having means for increasing / decreasing the hydraulic pressure of the hydraulic clutch, the control for keeping the propeller rotation speed constant and the control for keeping the slip ratio constant can be switched.

Further, with respect to the set value of the propeller rotation speed,
In a marine speed reducer / reverse gear equipped with means for increasing / decreasing the operating oil pressure of a hydraulic clutch, if a certain period of time elapses even if the propeller speed does not reach the set speed when the load from the propeller is excessive. The hydraulic pressure is controlled so as not to be maintained above a certain level.

Further, the range of the trolling dial for setting the propeller rotation speed can be changed.

[0008]

[Operation] Next, the operation will be described. In the case of low speed navigation, propeller speed control enables a wide range of low speed navigation, and when controlling ship speed by remote control, slip ratio control should be used to control only the engine governor lever for navigation. Therefore, the operability can be improved. Also, if an obstacle is wrapped around the propeller, it will continue for a certain period of time at the set pressure state, and if the propeller speed does not rise, seizure of the friction plate of the hydraulic clutch will occur. Alternatively, it is possible to prevent the seizure of the hydraulic clutch by lowering the hydraulic pressure by the proportional solenoid valve V2.

[0009]

EXAMPLES Next, examples will be described. 1 is a wiring circuit diagram of a hydraulic control mechanism of a marine reduction / reversing machine according to the present invention, FIG. 2 is a control block diagram thereof, FIG. 3 is a flow chart of the invention of claim 1, and FIG. 4 is the control of the invention of claim 1. FIG. 6 is a block diagram, FIG. 5 is a drawing showing the operating direction of the trolling dial 11, and FIG. 6 is a flow chart of the invention of claim 2.
FIG. 7 is a hydraulic circuit diagram in which the electromagnetic pressure reducing valve V3 is interposed between the hydraulic oil pump P and the forward / reverse switching valve V1, FIG. 8 is a control block diagram of the invention of claim 2, and FIG. 9 is setting of a propeller speed. FIG. 10 is a control block diagram, and FIG. 11 is a trolling dial 1 with a configuration in which the setting range of the propeller speed can be changed.
It is a drawing showing 1.

Referring to FIG. 1, the overall construction of the hydraulic control mechanism of the marine reduction / reversing machine will be described. The crankshaft of the engine E transmits power to the inside of the marine reduction / reversing machine M. A forward hydraulic clutch and a reverse hydraulic clutch are arranged inside the marine deceleration / reverse gear M, and either of them is selectively connected to perform forward / backward shifting. The rotation after shifting is taken out to the output shaft and the propeller L is rotated.

A forward / reverse switching valve V1 and an electromagnetic pressure-reducing valve or a proportional solenoid valve V2 are provided as a trolling valve. Further, the electromagnetic pressure reduced by the electromagnetic pressure-reducing valve or the proportional solenoid valve V2 is changed over to a forward / reverse hydraulic clutch. A forward / reverse switching valve V1 for switching the pressure oil is provided. The forward / backward switching valve V1 is operated by the forward / backward switching lever 2.

The engine E has an engine speed sensor 24.
However, the propeller L is also provided with a propeller rotation speed sensor 27. Further, hydraulic clutch sensors 25 and 26 for detecting engagement / disengagement of the forward / reverse hydraulic clutch are provided, and signals from these sensors are input to the controller C. ROM inside the controller C
And RAM and CPU are arranged. The signal from each sensor is judged by the controller C, and the forward / reverse switching valve V1
A control signal is transmitted to the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2.

FIG. 2 is a block diagram of the control, in which the engine speed NE detected by the engine speed sensor 24 is taken as the engine speed NE, and the propeller speed sensor 27 is used.
It is configured to be compared with the propeller rotation speed NP detected by. T is a hydraulic oil tank shared by the marine speed reduction / reverse gear M, and P is a hydraulic oil pump P. With the configuration of FIG. 2, the engine speed NE and the propeller speed NP are obtained, and control is performed so as to match the propeller speed set value NO or the slip ratio set value SO.

As shown in FIG. 2, the measured slip ratio ST is a value calculated from the engine speed NE, the speed reduction ratio i, and the propeller speed NP, and the measured slip ratio ST and the slip ratio set value SO are compared. A signal for calculating and controlling the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2 is transmitted.

Similarly, in the case of propeller speed control,
The propeller rotation speed NP is obtained by the propeller rotation speed sensor 27, and the propeller rotation speed NP is set.
And are compared, and a control signal is transmitted to the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2.

As shown in FIG. 3, the propeller speed setting value NO or the slip ratio setting value SO is input as the trolling setting value. Then, the operator selects either the propeller rotation speed control or the slip ratio control by the control changeover switch 4. Further, the reduction gear ratio i is input from the beginning because it has a constant value by the marine reduction gear reverser M.
The measured slip ratio ST is obtained from these set values, the propeller speed NP and the engine speed NE, and the controller C performs automatic control.

As shown in FIG. 5, the trolling dial 1
1 is changed by the control changeover switch 4,
The propeller rotation control and the slip ratio control are configured to set the set values in opposite directions.

Next, referring to FIG. 6, FIG. 7 and FIG.
The invention will be described. In this case, the propeller rotation speed NP does not rise to the propeller rotation speed setting value NO even though the propeller obstacle is wrapped around or some kind of obstacle occurs and the forward / reverse clutch is completely engaged. Control. If the forward / reverse clutch is fully engaged in this state for a long time, the clutch friction plate will gradually burn.

That is, when the propeller speed NP is lower than the propeller speed setting value NO, the hydraulic pressure is increased by the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2, and the measured hydraulic pressure PT.
However, if the state continues to be higher than the trolling upper limit hydraulic pressure PO, it is judged that the engine is in an overload state, an alarm is issued, and at the same time, the timer starts timing, and if this state is continued for a certain amount Alternatively, the pressure reducing command is issued to the proportional solenoid valve V2. 7 and 8 disclose the configuration of this control.

In FIGS. 9, 10, and 11, the range of set values can be changed by the trolling dial 11. In this case, set rotation range change switch 5
The range of the set value is changed by switching. With this change, the range of the slip ratio setting value SO and the propeller rotation speed setting value NO that can be set by the trolling dial 11 can be greatly changed, so that it is possible to correspond to the different setting values of the propeller rotation speed in each region. is there.

[0021]

Since the present invention is constructed as described above, it has the following effects. That is, since it is configured as in claim 1, in the case of low speed navigation, a wide range of very low speed navigation is possible by propeller speed control, and when controlling ship speed by remote control, slip ratio control is used. The operability can be improved by controlling only the engine governor lever to navigate.

According to the present invention, the friction plate of the hydraulic clutch can be used when the propeller is entrained by an obstacle in the sea and the propeller speed continues for a certain period of time without increasing the propeller speed. Seizure occurs, the seizure of the hydraulic clutch can be prevented by lowering the hydraulic pressure by the electromagnetic pressure reducing valve or the proportional solenoid valve V2.

According to the third aspect of the invention, the propeller speed during trolling can be freely set according to the height of the wind wave and the speed of the tide, so that the optimum trolling state can be achieved. You can get it.

[Brief description of drawings]

FIG. 1 is a wiring circuit diagram of a hydraulic control mechanism of a marine speed reducer / reverse gear according to the present invention.

FIG. 2 is a control block diagram of the same.

FIG. 3 is a flowchart of the invention of claim 1;

FIG. 4 is a control block diagram of the invention according to claim 1.

FIG. 5 is a drawing showing the operating direction of the trolling dial 11.

FIG. 6 is a flowchart of the invention of claim 2;

FIG. 7 is a hydraulic circuit diagram in which an electromagnetic pressure reducing valve V3 is interposed between a hydraulic oil pump P and a forward / reverse switching valve V1.

FIG. 8 is a control block diagram of the invention of claim 2;

FIG. 9 is a flowchart when the setting range of the propeller rotation speed can be changed.

FIG. 10 is a control block diagram of the same.

FIG. 11 is a view showing a trolling dial 11 which is also configured so that the setting range of the propeller rotation speed can be changed.

[Explanation of symbols] V1 Forward / reverse switching valve V2 Electromagnetic pressure reducing valve or proportional solenoid valve 2 Forward / reverse switching lever 4 Control changeover switch 5 Set rotation range change switch 11 Trolling dial

Claims (3)

[Claims] 1. A marine speed reducer / reverse gear equipped with means for increasing / decreasing an operating oil pressure of a hydraulic clutch, wherein control for keeping a constant propeller speed and control for keeping a slip ratio are switchable. Hydraulic control mechanism for marine speed reducer / reverse gear. 2. A marine speed reducer / reverse gear equipped with means for increasing / decreasing an operating hydraulic pressure of a hydraulic clutch with respect to a set value of a propeller speed, when a load from the propeller is excessive,
A hydraulic control mechanism for a marine speed reduction / reversing machine, wherein the hydraulic pressure is controlled so as not to be maintained above a certain pressure after a certain period of time even if the number of rotations of the propeller does not reach the set number of rotations. 3. A hydraulic control mechanism for a speed reducer / reverse gear for a marine vessel, wherein a range of a trolling dial for setting a propeller speed is changeable.