JPH06344991A - Auxiliary machinery driving apparatus for ship - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a steering miss in a ship by preferentially sending pressurized oil to a steering mechanism when the steering mechanism and a working machine are used at the same time in the drive of marine auxiliary machinery and the steering mechanism driven by oil discharged from a variable displacement type hydraulic pump driven by an engine. CONSTITUTION:In a small ship, a steering valve is changed over by operating a steering wheel, and a rudder is operated by the rotation of a steering hydraulic motor. Pressurized oil controlled by a pump starting and stopping unit A is supplied to working machines of a sea water pump unit, alternator unit, net roll drive unit, etc. Then, the pump starting and stopping valve unit A is constituted to be provided with a preferential circuit having a priority valve consisting of a throttle spool valve 1 and throttle valve 3 as a base. A logic valve 12 and pilot solenoid valve 13 are connected to the priority valve, so that the flow of pressurized oil is preferentially sent to a steering mechanism when the steering mechanism and working machine are used at the same time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an auxiliary machine drive mechanism for a small boat, and in particular, an auxiliary machine can be operated by combining a variable displacement hydraulic pump and a hydraulic motor without using a belt or a chain from the engine. It is driven.

[0002]

2. Description of the Related Art Conventionally, a technique for driving an auxiliary machine in a small boat without driving a chain or a belt has been known. For example, Sankaihei 3-12959
This is like the technique described in Japanese Patent No. However, in the conventional technique, in the set rotation range of the variable piston pump, the set pressure oil flow rate is a constant amount at the outlet, but the pressure, flow rate, rotation, efficiency, etc. are large and small, respectively. Since it is a so-called series hydraulic circuit in which different devices are connected in the middle of one continuous power transmission high-pressure pipe through control valves, respectively, there are the following serious drawbacks.

1). Even if any one of the marine equipment with completely different time, operation, and load is arranged during operation, start / stop or rotation control operation is performed, and rotation fluctuation is always caused by load fluctuation. There was a risk that the shear would cause a decrease in viscosity and insufficient lubrication. 2). In addition, all other devices could cause a shock stop (temporary stop / temporary stop). 3). There was a possibility that a panic run (uneven rotation) might occur. Four). Accumulation of panic run of each device could cause endless shock or hammer shock, resulting in damage. Five). Each device did not operate at a constant speed and constant speed, not only the basic performance was reduced, but there was a possibility that the shaft, keys, bearings, etc. could be damaged by an excessive load. 6). The generator may have an inconstant frequency, which puts a burden on the electric motor, relay, etc., which may cause burnout or leakage due to overcurrent, resulting in a fire. 7). Except for special cases, in general, using an industrial machine in a series circuit may lead to unusability, even if one unit in the line suffers a failure or trouble as described above. It was 8). There is no choice but to set the pressure oil flow rate that matches the largest load among the arranged devices, and therefore a loss is always generated by the sum of the flow rate differences between the devices. 9). Since the pressure is set within the allowable range of the hydraulic pump, the pressure of the hydraulic motor of each device is 1 / min.
Inefficient and uneconomical. Ten) . The maximum flow rate is always flowing regardless of the load, and the loss is large. 11). Double loss horsepower is generated because the steering hydraulic pump is driven by a hydraulic motor. 12). The unnecessarily large amount of energy is lost when the unnecessarily large load of each device, the flow rate loss, the pressure loss, and the loss horsepower of the double drive are summed up, and it is unreasonable now. 13) . Steering results in poor operation, reduced steering force, and rudder navigation during autopilot. 14) . That is, in the conventional gear, since the steering mechanism and the auxiliary device are only arranged in series, if the pressure oil discharge amount from the variable displacement hydraulic pump decreases when the engine speed decreases, steering The control valve for use has become difficult to operate,
There was a problem that an accident occurred due to a ship-manipulation mistake.
Further, there is a problem that the steering force changes due to the driving of other auxiliary equipment. The present invention solves such a problem of the conventional technique.

[0004]

SUMMARY OF THE INVENTION According to the present invention, in the above-described technique, a steering mechanism, a seawater pump unit, a generator unit, a net roller for net raising, and the like are simultaneously supplied from a variable displacement hydraulic pump. When a hydraulic motor is driven, a priority circuit is provided to prevent steering from becoming impossible due to excess or deficiency of the discharge pressure oil of the variable displacement hydraulic pump. Also, each valve is configured so that lubrication and cooling can be performed.

[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, when the steering mechanism and the marine auxiliary machine are simultaneously driven by the pressure oil discharged from the variable displacement hydraulic pump driven by the power take-off shaft on the engine side, when the steering mechanism and the working machine are used at the same time, The priority is given to the flow rate of pressure oil to the mechanism.

Also, a priority valve for prioritizing the flow rate of pressure oil to the steering mechanism is interposed between the variable displacement hydraulic pump and the steering control valve unit.

Further, a shuttle valve for comparing the load pressure between the load mechanisms is provided, and the movable swash plate of the variable displacement hydraulic pump is controlled by the load sensing valve according to the maximum load of each load mechanism. It was done.

Further, the hydraulic oil for cooling and lubricating is controlled by the pump start / stop valve even if each load mechanism is in the neutral state, and the hydraulic oil is cooled through the steering mechanism. It is configured to be cooled to a constant temperature by the vessel and returned to the hydraulic oil tank.

The load pressure between the load mechanism and the priority valve for giving priority to pressure oil to the steering mechanism in the pump start / stop valve unit, the relief valve for controlling the load pressure of the priority valve, are compared. A shuttle valve for
This is an integrally configured solenoid valve for the purpose of independently stopping the net roller in an emergency and remotely controlling the start and stop.

[0010]

[Operation] Next, the operation will be described. That is, when the working machine is overloaded and the engine speed decreases, or when the auxiliary machine is driven at the same time with the engine speed set low, if the pressure oil to the steering mechanism decreases, the steering becomes unsuccessful. Although it is possible that a ship maneuvering error may occur, such a ship maneuvering error does not occur because the mechanism has priority over the steering mechanism in the present invention. In addition, between the steering mechanism and each auxiliary machine,
Since the maximum load value can be transmitted to the load sensing valve, it is possible to constantly control the discharge amount of the variable displacement hydraulic pump to a sufficient pressure oil amount for the steering mechanism and the auxiliary machine during driving. Further, pressure oil is constantly supplied from the variable displacement hydraulic pump to the steering mechanism, and is being returned to the tank unit T via the relief valve 15,
Since the pressure oil can be instantaneously supplied immediately after switching the steering valve of the steering mechanism, it is possible to quickly carry out steering in the case of a dull moment. In addition, the variable displacement hydraulic pump, the alternator unit G, the seawater pump unit K, the net roll drive unit N, and the pump start / stop valve unit A can be lubricated and cooled at all times to improve durability. . Further, since the pump on / off valve unit A can be fixed to the variable displacement hydraulic pump, it is not necessary to fix the pump on / off valve unit A to another portion and to connect the parts by piping.

[0011]

EXAMPLES Next, examples will be described. FIG. 1 is a perspective view of a small boat equipped with the auxiliary drive device for a boat of the present invention, FIG. 2 is a plan view showing the arrangement of each device on the same small boat, and FIG. 3 is a boat of the present invention. Hydraulic circuit diagram of auxiliary machine drive,
FIG. 4 is a sectional view of the pump start / stop valve A, and FIG. 5 is the pump start / stop valve A.
6 is a hydraulic circuit diagram of the motor start / stop valve B, FIG. 7 is a front view of the motor start / stop valve B, FIG. 8 is a side view of the motor start / stop valve B, and FIG. 9 is a hydraulic pressure of the net start / stop valve. FIG. 10 is a circuit diagram, FIG. 10 is a diagram showing a required power for steering according to the present invention, and FIG. 11 is a diagram showing a required power for driving an alternator according to the present invention.

With reference to FIGS. 1 and 2, the arrangement of the equipment arranged on the deck of a small boat will be described. An engine E is arranged in the engine compartment, and a hydraulic pump unit U is fixedly mounted on a crankshaft at the front of the engine E. A steering wheel W and a helm pump (steering mechanism) are fixedly installed as a unit on the deck. By operating the steering wheel W,
The steering valve 30 of the steering control valve unit J is switched and the steering hydraulic motor 10 is rotated to steer the rudder 11. Further, the pressure oil from the hydraulic pump unit U is controlled by the pump start / stop valve unit A and is supplied to the seawater pump unit K, the compressor unit R, the alternator unit G, and the net roll drive unit N.

FIG. 3 illustrates the entire hydraulic circuit of the auxiliary drive system for a ship of the present invention. The steering control valve unit J is
It is composed of a steering valve 30 and a steering hydraulic motor 10. Further, in the alternator unit G, a motor start / stop valve B is attached to the hydraulic motor 50. Inside the motor start / stop valve B, an electromagnetic switching valve 8, a flow control valve 9, a shuttle valve 7 and an anti-cavitation valve 6 are arranged. The seawater pump unit K also has a motor start / stop valve B, and the motor start / stop valve B has an electromagnetic switching valve 3
8, a flow control valve 39, a shuttle valve 37, and an anticavitation valve 36 are arranged. The seawater pump is driven by the rotation of the hydraulic motor 51. Further, the net roll drive unit N includes a hydraulic motor 52 for driving the net roll 33 and a manually operated valve with a pressure compensation mechanism (commonly called PC.
The operation valve 32 and the two-speed switching valve 40 are arranged as a unit.

A variable displacement hydraulic pump P is provided inside a hydraulic pump unit U directly connected to the crankshaft of the engine E.
Are arranged. A load sensing valve LS and control cylinders 4a and 4b are provided to adjust the movable swash plate 4 of the variable displacement hydraulic pump P. The variable displacement hydraulic pump P sucks hydraulic oil from the tank unit T,
It is discharged as pressure oil. On the side surface of the hydraulic pump unit U, a pump start / stop valve A that constitutes a main part of the present invention is attached. The pressure oil after being controlled by the pump start / stop valve A is the control valve unit J for steering and the alternator unit G.
, Seawater pump unit K and net roll drive unit N
Is being supplied to.

The pump start / stop valve A attached to the hydraulic pump unit U is shown in a sectional view in FIG. 4 and an enlarged hydraulic circuit diagram in FIG. Further, the motor start / stop valve B attached to the alternator unit G and the motor start / stop valve attached to the seawater pump unit K have the same structure, and their hydraulic circuits and external shapes are disclosed in FIGS. 6, 7, and 8. Has been done. Further, an enlarged hydraulic circuit is shown in FIG. 9 for the net start / stop valve 12 incorporated in the pump start / stop valve A.

First, the pump start / stop valve A shown in FIGS. 4 and 5 will be described. The purpose of arranging the pump start / stop valve A is to preferentially supply the pressure oil of the hydraulic pump unit U to the steering control valve unit J, and to supply the excess pressure oil to the net roll drive unit N.
Alternatively, it is configured such that it can be simultaneously driven by supplying it to the alternator unit G and the seawater pump unit K. That is,
It is based on a priority valve with a priority circuit. The priority valves are throttle spool valve 1 and throttle valve 3
It is composed by. A net start / stop valve composed of a logic valve 12 and a pilot solenoid valve 13 is attached to this priority valve. In addition, the shuttle valve 2 for transmitting the maximum load to the load sensing valve LS, the relief valve 15 for preventing overload of the entire steering device, the steering control valve unit J, and the hydraulic pump unit U are driven for checking. The stop valve 14 for stopping the operation is integrally configured.

The priority valve is composed of the throttle valve 3 and the throttle spool valve 1, and the rotation speed of the steering control valve unit J is constantly maintained regardless of the fluctuation of the pump discharge flow rate and the fluctuation of the discharge pressure and the load pressure. It has the function of keeping it constant. That is, the pressure before throttling and the pressure after throttling are detected from the front and rear positions of the throttle valve 3, and changes in this pressure are introduced into the left and right back chambers 16 and 17 of the throttle spool valve 1.

In FIG. 4, when the hydraulic pump P is stopped, the spool 5 is pushed to the right by the spring 20, the ports 21 and 22 communicate with each other, and the ports 21 and 23 are shielded. When the hydraulic pump P is driven, pressure oil passes from the port 21 through the port 22 and the throttle valve 3,
It flows into the circuit of the steering control valve unit J. At this time, the pressure difference between the front and rear of the throttle valve 3 is introduced into the left and right back chambers 16 and 17, and becomes higher because the back chamber 17 side is the front side of the throttle valve 3, so that the inside of the spool 5 is drilled. Since the back chamber 17 side is pushed through the oil passage 24, the spool 5 is pushed leftward and moves to a position where it is balanced with the spring 20. As a result, the pressure oil to the side of the steering control valve unit J is sent in a state of being throttled by the throttle portion 19, and the amount of oil to the alternator unit G, seawater pump unit K and net roll drive unit N is also It is supplied in a state of being narrowed by the diaphragm 18.

Further, when the discharge amount of the hydraulic pump P increases, the pressure difference before and after the throttle valve 3 increases, and the spool 5
Moves further to the left, and the pressure oil to the steering control valve unit J is further throttled by the throttle 19, and conversely from the port 21 to 2
The throttle 18 of the passage to 3 is opened, and a sufficient amount of pressure oil is supplied to the alternator unit G, the seawater pump unit K, and the net roll drive unit N. Then, the pressure oil supplied from the port 23 to the alternator unit G, the seawater pump unit K and the net roll drive unit N is branched next to the alternator unit G.
And the direction of the seawater pump unit K and the direction of the net roll drive unit N.

Next, the logic valve 12 and the pilot solenoid valve 13 after being branched in the direction of the steering control valve unit J.
The action of will be explained. FIG. 9 is an enlarged view of the hydraulic circuit of the net start / stop valve. The net start / stop valve is a valve for electrically turning ON / OFF the pressure oil to the control valve of the net roller. In addition, a manual control valve 32 with pressure compensation and a two-speed switching valve 40 are unitized in a portion of the net roll drive unit N and are separately arranged. Net roll drive unit N
Since the amount of pressure oil to be supplied is relatively large, ON / OFF control cannot be directly performed by the solenoid valve. Therefore, the logic valve 12 is controlled by the pilot solenoid valve 13. That is, it is the solenoid of the pilot solenoid valve 13 that is operated by the switch of the operation panel M. By opening and closing the pilot solenoid valve 13, the pressure oil is supplied to the back chamber of the logic valve 12 and stopped. The logic valve 12 is opened and closed. As a result, a large amount of pressure oil can be started and stopped.

Next, the structure of the motor start / stop valve B attached to each alternator unit G and the seawater pump unit K will be described. The motor start / stop valve B is disclosed in FIGS. 6, 7 and 8. The motor start / stop valve B is mounted on the alternator or water pump directly to control the start / stop of the motor. When the alternator start / stop switch or seawater pump switch provided on the operation panel M is operated,
The solenoid of the solenoid operated directional control valve 8 is switched to energized / de-energized,
The switch is changed.

As a result, the pressure oil is supplied to the hydraulic motor, but the flow rate adjusting valve 9 is arranged between the electromagnetic switching valve 8 and the hydraulic motor, and due to the pressure difference before and after the throttle valve 25, The flow rate adjusting valve 9 is configured to throttle the flow rate. Further, the anti-cavitation valve 6 is arranged, and when the electromagnetic switching valve 8 is turned off from the rotation state of the hydraulic motor, the supply of pressure oil to the hydraulic motor is stopped, but in this case, it is connected to the hydraulic motor. The alternator and seawater pump continue to rotate due to inertial rotation, but are configured to allow this. That is, even if the hydraulic oil is not supplied to the hydraulic motor, the check valve is opened so that the cavitation state does not occur due to the negative pressure on the supply side of the hydraulic motor. There is.

A shuttle valve 7 is also constructed. The shuttle valve 7 takes out the load, that is, the high pressure, of the portion with the highest load from the load elements, and supplies this load pressure to the load sensing valve LS that operates the movable swash plate 4 of the hydraulic pump P. The amount of discharge is adjusted by supplying pressure oil to the control cylinders 4a and 4b and rotating the movable swash plate 4. That is, in FIG. 3, the load pressure oil of the net roll drive unit N is guided to the shuttle valve 37 of the seawater pump unit K for comparison, and the higher load pressure oil is supplied to the shuttle valve 7 of the alternator unit G. To be done. By the shuttle valve 7 of the alternator unit G, the higher pressure oil of the seawater pump unit K and the net roll drive unit N and the load pressure oil of the alternator unit G are compared, and the higher load pressure is turned on and off. It is supplied to the shuttle valve 2 of the valve unit U and compared here. The load pressure after this comparison is supplied to the load sensing valve LS to control the rotation of the movable swash plate.

Further, in the present invention, the movable swash plate 4 of the variable displacement hydraulic pump P constantly discharges a certain amount of pressure oil,
After passing through the steering valve 30, the tank unit T
We are returning to return to. That is, the discharge pressure oil amount is
The flow rate set by the priority valve passes through the relief valve 15 and always passes through the steering valve 30 regardless of the operation of the steering valve 30. Therefore, even if the steering valve is neutrally stopped, the movable swash plate Four
Keeps flowing the amount of pressure oil set by the priority valve. Therefore, as soon as the steering valve 30 is switched to the steering side, the steering hydraulic motor 10 starts rotating, so that steering delay does not occur.

Next, description will be given with reference to FIGS. 10, 11 and 12. FIG. 10 shows the difference in required power between the conventional technique and the technique of the present invention when steering is performed by the steering system. That is, in the conventional technique, since the fixed displacement hydraulic pump without the load sensing valve is used, the feedback from the steering mechanism cannot be performed. Therefore, whether the steering is slightly turned or neutral, if the rotation speed of the engine E rises or falls, the required horsepower of the steering mechanism changes accordingly. On the other hand, when the variable displacement hydraulic pump is used for feedback control as in the present invention, the variable displacement hydraulic pump can obtain the discharge amount of the pressure oil corresponding to the required load.
Even if the rotation speed of the engine E goes up and down, the required power required for the steering mechanism is a linear change that does not change at all when the steering is turned off or when the steering is neutral.

In FIG. 10, the broken line indicates the conventional method and the solid line indicates the present invention. In FIG. 12, the initial engine output speed corresponds to an important time for a small vessel to enter or leave a port or to operate at a fishing ground, and it is necessary to skillfully and swiftly operate a narrow waterway or the like. However, in the conventional type, as shown by the broken line in FIG. 12, unless the rotation speed reaches a certain level, the steering wheel cannot be operated in the original amount range, so the operation becomes slow and the boat speed is slow, resulting in an additional break. In the high-speed range, the flow rate becomes excessive due to excess flow rate, and since there is no hydraulic oil cooler, the hydraulic oil has a high temperature and its viscosity decreases, accelerating its deterioration and increasing the power loss due to an increase in the leak amount. This leads to poor control. On the other hand, as in the present invention, the variable hydraulic pump is used to always maintain the optimum discharge amount in any state from the engine start to the maximum rotation range, and feedback is performed by load sensing. . Further, since the oil is constantly circulated to the tank unit via the cooler, it is possible to maintain optimum operating temperature of the hydraulic oil, save energy, and prolong the service life.

Further, FIG. 11 shows changes in the required power required to drive the alternator. Conventionally, a fixed displacement type hydraulic pump or a belt or a chain is used for driving, so that the required power varies depending on the rotation speed of the engine E, and sufficient power cannot be obtained when the rotation speed is low. Of. However, as in the present invention, when feedback is performed using the variable displacement hydraulic pump,
It is possible to obtain a sufficient output even in the low rotation range, and in the high rotation range, since unnecessary power is not used, an energy saving state is achieved.

[0028]

Since the present invention is constructed as described above, it has the following effects. That is, as in claim 1,
When using a steering mechanism and an auxiliary machine at the same time in a configuration in which the steering mechanism and the marine auxiliary machine are simultaneously driven by the pressure oil discharged from the variable displacement hydraulic pump driven from the power take-off shaft on the engine side, Since the pressure oil flow rate of No. 2 is configured to be prioritized, when the working machine becomes overloaded and the engine speed drops, or when the auxiliary machine is driven simultaneously with the engine speed set low, the steering mechanism is When the pressure oil is reduced, steering may become impossible and a ship maneuvering error may occur. However, in the present invention, since the mechanism has priority over the steering mechanism, such a ship maneuvering error does not occur.

Since the priority valve is provided between the variable displacement hydraulic pump and the steering control valve unit as in claim 2, in the circuit from the variable displacement hydraulic pump to the steering control valve unit, Since it is possible to secure a necessary amount of pressure oil to the steering mechanism, it is possible to eliminate the above-mentioned mistake in maneuvering a ship.

According to a third aspect of the present invention, a shuttle valve for comparing the load pressures between the load mechanisms is provided, and the movable swash plate of the variable displacement hydraulic pump is loaded by the load sensing valve according to the maximum load of each load mechanism. Since it is configured to control, the maximum load value between the steering mechanism and each auxiliary machine can be transmitted to the load sensing valve, so that the discharge amount of the variable displacement hydraulic pump is constantly compared with the steering mechanism during driving. It is possible to control the amount of pressure oil sufficient for the auxiliary machinery.

As described in claim 4, the hydraulic oil for cooling and lubricating is supplied with the variable displacement hydraulic pump P even if each load mechanism is in a neutral state.
The flow rate of the pressure oil is controlled by the pump start / stop valve A, is in the state of being returned to the tank unit T through the steering valve 30, and the pressure oil is discharged immediately after the steering valve of the steering mechanism is switched. Since it can be supplied instantaneously, it is possible to quickly perform steering in the case of a dull moment. In addition, the variable displacement hydraulic pump, the alternator unit G, the seawater pump unit K, the net roll drive unit N, and the pump start / stop valve unit A can be lubricated and cooled at all times to improve durability. Of.

According to a fifth aspect, the pump start / stop valve unit has a priority for giving priority to the pressure oil to the steering mechanism,
Between the relief valve for preventing overload of the steering device and each load mechanism,
A shuttle valve for comparing load pressure, a solenoid valve for the purpose of independently stopping the net roller in an emergency and the purpose of remotely controlling the start / stop of the load, a priority valve, a shuttle valve, and a net start / stop valve Since it is configured, the pump start / stop valve unit A can be fixed to the variable displacement hydraulic pump, so that it is not necessary to fix the pump start / stop valve unit A to another portion and connect them by piping. Of.

[Brief description of drawings]

FIG. 1 is a perspective view showing a state in which a small vessel is equipped with a marine vessel accessory drive device of the present invention.

FIG. 2 is a plan view showing the arrangement of each device on the same small vessel.

FIG. 3 is a hydraulic circuit diagram of the marine vessel accessory drive device of the invention.

FIG. 4 is a sectional view of a pump start / stop valve A.

FIG. 5 is a circuit diagram of a pump start / stop valve A.

FIG. 6 is a hydraulic circuit diagram of a motor start / stop valve B.

FIG. 7 is a front view of a motor start / stop valve B.

8 is a side view of the motor start / stop valve B. FIG.

FIG. 9 is a hydraulic circuit diagram of a net start / stop valve.

FIG. 10 is a diagram showing required power during steering according to the present invention.

FIG. 11 is a diagram showing required power when driving an alternator according to the present invention.

FIG. 12 is a diagram showing a relationship between a discharge flow rate and an engine speed.

[Explanation of symbols]

 A pump start / stop valve unit B motor start / stop valve K seawater pump unit J steering control valve unit G alternator unit N net roll drive unit U hydraulic pump unit LS load sensing valve 1 throttle spool valve 2 shuttle valve 3 throttle valve 4 movable oblique Plate 5 Spool 6 Anti-cavitation valve 7 Shuttle valve 33 Net roll

Front page continued (72) Inventor Kisao Yuki 1-32, Chaya-cho, Kita-ku, Osaka-shi, Osaka Yanma Diesel Co., Ltd. (72) Inventor Mitamura, etc. 1-32-32, Chaya-cho, Kita-ku, Osaka -Diesel Co., Ltd. (72) Inventor Tadashi Matsui 1-11-1 Sangenya Nishi, Taisho-ku, Osaka-shi, Osaka Matsui Co., Ltd. (72) Inventor Shosui Horiguchi 1 Sangenya-nishi, Taisho-ku, Osaka Chome 1-11 Matsui Co., Ltd. (72) Inventor Masaaki Yamaguchi 1-1-11 Sangenya Nishi, Taisho-ku, Osaka City, Osaka Prefecture Matsui Co., Ltd.

Claims (5)

[Claims] 1. A structure in which a steering mechanism and a marine auxiliary machine are simultaneously driven by pressure oil discharged from a variable displacement hydraulic pump driven by a power take-off shaft on the engine side, and the steering mechanism and working machine are used at the same time. In addition, the auxiliary device drive device for a ship is characterized in that the flow rate of pressure oil to the steering mechanism is prioritized. 2. The auxiliary equipment drive device for a ship according to claim 1, wherein a priority valve for prioritizing a flow rate of pressure oil to the steering mechanism is interposed between the variable displacement hydraulic pump and the steering control valve unit. The auxiliary equipment drive device for a ship characterized by the above. 3. The auxiliary equipment drive device for a ship according to claim 1, further comprising a shuttle valve for comparing load pressures between respective load mechanisms, and a variable displacement hydraulic pump according to a maximum load of each load mechanism. A drive device for a marine vessel, characterized in that the movable swash plate is configured to be controlled by a load sensing valve. 4. The marine vessel auxiliary equipment drive device according to claim 1, wherein the hydraulic oil for cooling and lubricating is supplied to the pump start / stop valve when the hydraulic oil discharged from the variable displacement hydraulic pump is in a neutral state of each load mechanism. The auxiliary drive device for a ship is characterized in that the auxiliary drive device for a marine vessel is configured to be cooled to a constant temperature by being cooled by a hydraulic oil cooler through a steering mechanism and then returned to a hydraulic oil tank. 5. The marine vessel accessory drive device according to claim 1, wherein the pump start / stop valve unit has a priority valve for giving priority to pressure oil to the steering mechanism, and a relief for controlling the load pressure of the priority valve. The valve, the shuttle valve for comparing the load pressures between the load mechanisms, the net roller independently, and the solenoid valve for the purpose of stopping the emergency and remotely controlling the start and stop are integrated. A featured auxiliary drive device for ships.