JPH0668291B2 - Control device for hydraulic clutch for ship - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a control device for a hydraulic clutch mounted on a ship, and more specifically, it tends to rotate an engine such as when performing trolling fishing. The present invention relates to a control device for a hydraulic clutch installed in a ship such as a fishing boat or a work boat that operates at a low speed or in a stopped state.

[Problems of conventional technology]

BACKGROUND ART In a marine engine, a hydraulic clutch has been conventionally used as a clutch for switching the rotation of a propeller between forward and reverse and stopping the rotation of a propeller while the engine is rotating. When operating this hydraulic clutch, if the connection of the hydraulic clutch is sudden, the propeller will suddenly start rotating, or the rotation of the propeller will be reversed, causing a gear noise or shocking the human body. Not only is it uncomfortable to ride, but it is not preferable for the engine. As a method to prevent the shock that occurs when the hydraulic clutch is engaged, there is a method that employs a loose engagement valve that applies a pressure regulating valve structure. Therefore, there is a problem that the fitting time is too long.

Also, a method of preventing a shock at the time of fitting by fitting at the trolling position is also used, but in this case as well, there is a problem that the fitting time is too long, and in addition, the lever is placed at the trolling position. There is a drawback that it becomes difficult to manually operate the.

In order to solve such a problem, the applicant of the present invention has filed an invention relating to a device for preventing an impact shock of a hydraulic clutch (Japanese Patent Application No. 58-64433 and Japanese Patent Application Laid-Open No. 59-190519).

This invention is covered by the claims and drawings (the numbers in FIG. 1).
As shown in 18), since the hydraulic clutch is switched electrically, there is a problem that, for example, when the electric circuit fails for some reason and fails, the clutch cannot be switched anymore.

Further, as a problem of the clutch, when the engine speed is relatively low, resonance noise is generated in the reduction gear due to torque fluctuations in the propeller shaft and the power transmission shaft of the engine, and rattles. This sound is usually called a rattling noise, which makes the boat uncomfortable to ride, and in a fishing boat, the rattling noise causes the fish to escape and adversely affect fishing.

[Object of the Invention]

The present invention has been made in view of the above-described circumstances, and prevents a shock at the time of fitting a hydraulic clutch and, in addition to shortening the fitting time, prevents rattling noise when the engine speed is relatively low. It also provides a control system capable of maximizing the engine speed of the propeller from the engine and controlling the speed of the propeller to an extremely low value. The purpose is to perform switching.

[Structure of Invention]

To this end, the present invention is constructed as shown in the functional block diagram of FIG. That is, a hydraulic clutch c interposed between the engine a and the propeller b, and an electric drive device d for increasing or decreasing the hydraulic pressure supplied to the hydraulic clutch c.
A marine hydraulic clutch having: a clutch switching means e for mechanically switching the hydraulic clutch c; a switching detection means f for detecting ON / OFF of the clutch c;
The output speed setting means q of the engine a, the means g for detecting the engine speed, the means h for setting the speed of the propeller b, the means i for detecting the propeller speed, and the electric drive device d. And a hydraulic pressure detecting means j for detecting the hydraulic pressure when the switch is operated, and when the clutch detecting is detected by the switching detecting means j, the electric drive device d is operated to control the hydraulic pressure of the hydraulic clutch c so that the set propeller rotational speed is extremely high. When the level is low, the off-time hydraulic pressure is at a low level, and when not, the high-level off-time hydraulic pressure is adjusted.
When the switching detection means f detects that the clutch is switched on, after a predetermined time, the hydraulic pressure applied to the clutch c is once set to a low level first hydraulic pressure, and then a second power transmission for maintaining a predetermined power transmission. When two engine hydraulic pressures, which are hydraulic pressures, are transmitted to the propeller in an emergency, the first hydraulic pressure is set to a higher level hydraulic pressure than the normal first hydraulic pressure, and the engine rotational speed is set to a relatively low level. In addition, when the occurrence of rattling noise is prevented, the second hydraulic pressure is a relatively low level hydraulic pressure sufficient to maximize the rotation transmissibility from the engine a to the propeller b, and the set rotational speed of the propeller is extremely low. The first hydraulic pressure at a low level is lower than the normal first hydraulic pressure, and the second hydraulic pressure has a rotation transmissibility from the engine a to the propeller b equal to or less than the maximum value. You After once the first hydraulic oil pressure of the clutch c by operating the electric drive device d as,
The on-time pressure adjusting means n for adjusting to the second hydraulic pressure and the second hydraulic pressure are maintained until it is detected that the clutch c is turned off, and during the maintaining period, the engine a shifts to the propeller b. When it is detected that the rotation transmission rate of the above has not reached the target maximum value or has not reached the set propeller rotation number, once the hydraulic pressure is made high, it is relatively low enough to maximize the above transmission rate. 2. A control device for a hydraulic clutch for a ship, comprising: a hydraulic pressure maintaining means p for adjusting the hydraulic pressure so as to reduce the level to the second hydraulic pressure.

That is, the control when switching the hydraulic clutch of the present invention is the off-time hydraulic pressure corresponding to each operation mode when the clutch off is detected, and when the off is detected, the predetermined time T ₁
After a certain period of time, the first hydraulic pressure is once set to a low level, and then the second hydraulic pressure corresponding to the predetermined operation mode is applied to the hydraulic clutch.

And the operation mode is a normal operation mode, an emergency mode in which the rotation of the propeller is urgently changed, a relatively low speed,
And it is a mode to run without generating rattling noise,
Further, when the propeller speed is extremely low, it means, for example, when trolling fishing is performed. Further, in the case of the above-mentioned emergency, it includes the purpose of work such as a case of suddenly stopping and putting a fishing net into the sea.

〔Example〕

An embodiment of the present invention carried out on a diesel engine mounted on a trawler will be described in detail below with reference to the drawings.

FIG. 2 shows a control device for a hydraulic clutch for the diesel engine E. In the figure, reference numeral 1 is a remote control handle, and this remote control handle 1 is provided with a clutch switching handle 2 and a regulator handle 3. The clutch switching handle 2 is for switching the hydraulic clutch on and off by shifting forward and backward, and when it is on, there are two types: forward traveling and backward traveling. A push pull cable 4 is attached to the clutch switching handle 2.
The tip of the push-pull cable 4 is fixed to the tip of the switching lever 6 of the clutch actuator 5.

FIG. 3 shows the clutch actuator 5, and the switching lever 6 is in the neutral position at the position shown by the solid line in FIG.
Among the positions shown by the chain line, the upper part is forward and the lower part is backward. A rotary portion 8 shown in FIG. 4 is attached to the shaft 7 of the switching lever 6, and the rotary portion 8 is rotatably supported in the main body of the clutch actuator 5. Clutch oil passages 9 and 10 forming an angle of 90 degrees with each other are formed in the rotary portion 8, and a sensor oil passage 11 is formed in a position forming an equal angle with the clutch oil passages 9 and 10.
These oil passages 9, 10 and 11 communicate with each other at the center of the rotary portion 8.

For this rotary unit 8, the clutch actuator 5
On the main body side, the clutch operating oil passage 12 to the left, the forward clutch oil passage 13 to the upper direction, the reverse clutch oil passage 1 to the downward direction.
4. A forward sensor oil passage 15 and a reverse sensor oil passage 16 which are parallel to each other are narrowed in the right direction. A clutch operating oil whose original hydraulic pressure has been reduced is supplied to the oil passage 12 from a pressure reducing valve 28, which will be described later. 14 as well as the forward sensor oil passage 15 via the sensor oil passage 11 described above.
Alternatively, it is supplied to the reverse sensor 16. Forward clutch oil passage 13,
The reverse oil passages 14 are the forward cylinders 1 of the hydraulic clutch.
7, communicating with the reverse cylinder 18, the forward sensor oil passage 15,
A forward clutch engagement sensor 19 and a reverse clutch engagement sensor 20 are provided in front of the reverse sensor oil passage 16, respectively.

As shown in FIG. 4, each of the sensors 19 and 20 is provided with a piston valve 21, a load 22, a valve spring 23, and the like, and pressurizing oil press-fitted into each sensor 19, 20 is applied to the spring 23. By moving the piston valve 21 and the rod 22 against, the insertion of the forward clutch or the reverse clutch is detected, and this detection signal is given to the control unit 24 as a forward insertion signal or a reverse insertion signal, Switching of the hydraulic clutch is performed. When neither signal is given, the clutch is off. The clutch actuator 5 and the clutch switching handle 2 constitute the clutch switching means f shown in FIG.

When the clutch switching handle 2 is switched to the forward direction, the switching lever 6 of the clutch actuator 5 moves to the third position.
When the rotary portion 8 is rotated to the upper position in the figure, the oil passages are brought into a coupled state as shown in FIG. 4, and the pressurized oil is the working hydraulic oil passage 12, the clutch oil passages 9 and 10, the forward clutch. It is delivered to the forward cylinder 17 via the oil passage 13, and the hydraulic clutch is fitted in the forward state.

In the clutch actuator 5, as shown in FIG.
A motor 25 and a control shaft position sensor 26 are provided, the motor 25 is driven by a drive signal from the control unit 24, and a control shaft 29 can be moved back and forth via a gear mechanism 27 on a rotary drive shaft of the motor 25. The pressure reducing valve 28 is provided and the hydraulic pressure is adjusted by the forward and backward movement of the control shaft 29. The base end of the control shaft 29 is obliquely cut out to form a cam surface 29a. On the cam surface 29a, a guide pin 26a for detecting the tip of the movable iron core of the control shaft position sensor 26 including a differential transformer is formed. Moves up and down together with the movable iron core, and the position of the movable iron core is detected by the coil of the control shaft position sensor 26 including an operating transformer, and given to the control unit 24 as a position detection signal of the control shaft 29.

As will be understood from the above description, the position of the control shaft 29 corresponds to the hydraulic pressure applied to the clutch as it is, so that the hydraulic pressure of the hydraulic clutch is detected by the above signal. With the above, the motor 25 corresponds to the electric drive device d of FIG. 1, and the control shaft position sensor 26 also corresponds to the hydraulic pressure detection means j of FIG.

The shift operation of the trolling handle 31 provided on the other remote control handle 30 is also connected to the lever 33a of the trolling lever position sensor 33 through the push-pull cable 32, is electrically detected here, and the control unit 24 causes the clutch actuator 5 to operate. The motor 25 is driven to realize the half-clutch state due to the trolling.

The rotational power of the engine E is transmitted to the propeller shaft 35 via a hydraulic clutch (not shown) housed in the clutch case 34. On the propeller shaft 35, an engine rotation sensor 36 composed of an electromagnetic pickup or the like is installed oppositely.

The rotating shaft 38, which is driven by a crank shaft (not shown) of the engine E and drives the fuel injection pump 37,
An engine rotation sensor 39 composed of an electromagnetic pickup or the like is provided in a pair, and a detection signal of this sensor 39 is given to the control section 24 to detect the rotation speed of the engine E.

The control unit 24 includes a CPU 40, a ROM 41, and a RAM 42.
Various control processes are performed based on the program stored in the M41, and the result data and the like are stored in the RAM42. When the clutch engagement sensors 19 and 20 provide engagement signals, the control unit 24 drives the motor 25 while confirming the oil pressure value with the control shaft position detection signal indicating the oil pressure value at that time from the control shaft position sensor 26. To increase or decrease the hydraulic pressure.

On the other hand, the mode switch 43 is a switch for switching to each of the neutral mode (N) used for normal marine vessel maneuvering, the emergency mode (H) such as sudden start and sudden stop, and the rattle noise generation mode (L). The ON signal of the mode switch 43 is given to the control unit 24.

In the present embodiment, the forward / reverse clutch engagement sensors 19 and 20 are provided as described above, but the clutch engagement signals can be detected more reliably by operating them simultaneously. By doing so, the risk of malfunction can be surely eliminated.

Next, the operation of this embodiment will be described with reference to the flow charts shown in FIGS. In the above flow chart, Ne is the engine E rotation speed detection value, Np is the propeller rotation speed detection value, Nps is the propeller rotation speed setting value, P ₁ is the clutch off hydraulic pressure value, and P ₂ is the normal mode The first hydraulic pressure when the clutch is ON, P ₂ H is the first hydraulic pressure when the clutch is ON in the normal mode, P _2T is the first hydraulic pressure when the clutch is ON in the trolling mode, and P ₅ is the normal hydraulic pressure in the emergency mode. Second hydraulic pressure when the clutch is on, Prst is the second minimum hydraulic pressure in the trolling mode, T ₁ is the waiting time when the clutch is off, T ₂
Represents the standby time when shifting from the first hydraulic pressure to the second hydraulic pressure when the clutch is on.

If the clutch switching handle 2 is off now,
Since the signals from the clutch engagement sensors 19 and 20 are not given, the control unit 24 detects the clutch off in step and executes the program P shown in FIG. 6 for reducing the original hydraulic pressure to the clutch off hydraulic pressure. That is, in step P1, the engine speed is suitable for traveling (1500 rp in this embodiment).
m or more) is determined. If yes, control unit 24
Is maintained off when hydraulic pressure P ₁ by driving the motor 25 in step P2 (This oil pressure normal engine E in 15 kg / cm, such as fishing vessels
² or more is suitable, and in this embodiment, it is set to 20 kg / cm ² . )
If no, it is determined whether or not to trolling (step P3).

In step P3, the engine speed is determined standard value (in this example 200 rpm) pressed in the same manner as described above P ₁ two tone when it is detected that no trolling beyond, is stopped in Step P4 if it is detected that the trolling Whether or not (30 rpm or less in this embodiment) is determined, and if it is not stopped, the hydraulic pressure P _2T at the time of off, which transmits power while the clutch is slipping, is adjusted. In this case, the motor 10 of the clutch actuator 5 can be driven back and forth to pulsate the hydraulic pressure and control can be performed by a power transmission method by intermittent drive. The above steps correspond to the off-time pressure adjusting means k in FIG. Then return to the step.

Next, when the clutch switching handle 2 is switched to the forward direction, an engagement signal is given from the forward clutch engagement sensor 19, so that the control section 24 detects the clutch on in step and the clutch-on-time pressure adjusting means n in FIG. To be executed.

First, the control unit 24 waits for operation for a time T _{1 in} step Q1.

Due to the above-mentioned T ₁ time, the oil of high hydraulic pressure is vigorously sent out into the hydraulic clutch 31, and the fitting time is shortened accordingly. As it is, the clutch b is connected and a clutch engagement shock occurs, so that the oil pressure is sharply reduced immediately after that in order to alleviate this. This is the same when moving backward.

Next, in step Q2, it is determined again that the engine speed is a speed suitable for traveling (1500 rpm or more in this embodiment). If yes, the control unit 24 detects the mode selected by the mode selection switch 43 in step Q3.

When it is detected in step Q3 that the mode switch 38 is turned on and the emergency mode (H) is set, the control unit 24 drives the motor 25 to turn on the second hydraulic pressure when the hydraulic clutch is turned on. Reduce to P ₂ H (step Q4).
In this embodiment, the second hydraulic pressure is set to a relatively high low pressure level of approximately 2.8 kg / cm ² .

Then, the control unit 24, after waiting for the time T ₂ at step Q5, in step Q6, raising the oil pressure to the second hydraulic P ₅ when on, thereafter maintain this high pressure P ₁ until the next time the clutch is turned off Yes (steps Q6, 7).

The above steps correspond to the on-time pressure adjusting means n and the hydraulic pressure maintaining means p in an emergency. The state of control in this emergency will be described with reference to the time charts shown in FIGS. 9-1 to 9-3.

The vertical axis of FIG. 9-1 shows the detected value of the number of revolutions of the propeller, and the vertical axis of FIG. 9-2 shows the hydraulic pressure applied to the clutch.
The engagement state of the clutch of FIG. 9-3 is shown. In the figure, each polar line in an emergency is indicated by an H polar line. Each numerical value in the figure represents the above value. Also, the dotted line shows the shock state due to the conventional hydraulic clutch.

By comparing the two with respect to FIG. 9-1, the emergency shock of this embodiment is also observed in the case of this embodiment, but as shown by the H curve, the shock is far more than in the conventional case. Be relieved. The right part of FIG. 9-1 shows switching from forward to reverse. That is, even when the fishing net is put into the sea, the worker feels a softer feeling than before.

Next, in step Q3, when it is detected that the mode switch 43 is in the normal mode (N) and the rattling noise prevention mode (L), the control unit 24 reduces the hydraulic pressure to the first hydraulic pressure P ₂ when turned on. Yes (step Q9). In this embodiment, this hydraulic pressure value is selected to be approximately 2 kg / cm ² which is lower than that in the emergency mode, and the clutch engagement time is longer than that in an emergency, so that the shock is further alleviated.

Next, the control unit 24 waits for the driving of the motor 25 for the time T _{2 in} step Q10, and then in step Q11, it is determined whether the selected mode is the normal mode (N) or the rattling noise prevention mode (L), when it is detected that the normal mode (N) is the same manner as described above pressurized second hydraulic P ₅ two timing on in step Q6, then the hydraulic pressure is maintained until the next clutch-off.

The time chart of the propeller rotation speed, the hydraulic pressure sent to the hydraulic clutch, and the clutch engagement state at this time is shown in the ninth paragraph above.
It is shown as the N pole line in FIGS. -1 to 9-3. The N curve on the right side of the figure is a diagram when changing from forward to reverse. In either case, unlike the conventional case (dotted line), there is no shock and the clutch switching operation can be performed smoothly.

When it is detected in step Q11 that the rattling noise prevention mode (L) is set, the control unit 24 does not generate rattling sound based on the rotation speed data obtained from the engine rotation sensor 19 in step Q12. Thus also be calculated on-time second hydraulic P ₃ to a maximum of "1" and transmission rate from the engine 15 to the propeller 17, as indicated by the two-dot chain line in the 9-2 diagram of the P ₅ increase until the hydraulic pressure of lower than the hydraulic pressure P _3. When the rotational speed of the engine is low, smaller load of the propeller shaft 35, while correspondingly transfer rate of a maximum of "1", can'll lowering the hydraulic pressure of the hydraulic clutch 16, the hydraulic pressure P _3, the It is calculated as the limit hydraulic pressure.

Thus, the engine 15 speed is low and the hydraulic clutch 16
It is possible to prevent the rattling noise that occurs when the hydraulic pressure is high. By the above steps, the pressure adjusting means n when the clutch is turned on is executed.

Then, the control unit 24, the clutch in step Q13 until off is detected, is maintained hydraulic pressure level of the P _3. This step corresponds to the hydraulic pressure maintaining means p in FIG.

When the clutch is turned off, this fact is detected at step Q13, the program is a program P of Figure 6 is female operatives, it is pressed again adjusted off when oil pressure of P _1.

When the control unit 24 detects that the trolling handle 31 has been shifted and the set propeller rotational speed at a low level has been selected in step Q8 of FIG. 7, the program T is executed.

That is, in step T1, the control unit 24 drives the motor 25 to adjust the clutch hydraulic pressure to the on-time first hydraulic pressure P _2T . In this embodiment, P _2T is also used for the second hydraulic pressure when on,
The waiting time T ₂ is omitted.

In step T2, the control unit 24 determines whether or not the set propeller rotation speed is at an extremely low level (30 rpm or less in this embodiment) or more, and when the answer is yes, the rotation of the propeller is not stopped. It is determined (step T3), and if yes, control is performed by feedback control based on the propeller rotation speed Np that matches the set propeller rotation speed.

Further, when it is detected in step T3 that the propeller rotation is stopped, the propeller is in a completely deviated state, so the control unit 24 drives the motor 25 to raise the hydraulic pressure once. (Step T6), at Step T7, it is determined that the rotation of the propeller matches the set rotation speed, and this high pressure is maintained until they match. If a match is detected, at Step T8 the initial hydraulic pressure value P The hydraulic pressure is returned to _2T , and feedback control based on the rotation speed of the propeller is executed in step T6.
This situation is shown by the trolling curve A in FIG. 9-1.

When the feedback control is performed by the intermittent drive, the rotation speed control can be performed by a method such as adjusting the pulsation cycle of the hydraulic pressure.

Further, when the control unit 24 detects that the set propeller speed is 30 rpm or less in step T2, it adjusts the on-time second hydraulic pressure to the minimum pressure Prst in step T9, and the ship substantially stops. . The situation at this time is shown by the curve B in FIG. 9-1.

By the steps described above, the pressure adjusting means n is executed when the clutch is turned on in the trolling mode.

Then, the control unit 24, in step T5, the set propeller speed is trolling mode, that is, 220r in the present embodiment.
Determine if it is above pm and continue trolling
When it is detected that the speed is 220 rpm or less, the above steps are repeated. Each step corresponds to the oil pressure maintaining means p in FIG.

The present invention may be carried out without waiting for the waiting time T ₂ at the time of shifting from the first hydraulic pressure during OFF to the second hydraulic pressure in the present embodiment.

Also, the clutch operating oil pressure that has exited the pressure reducing valve of the clutch actuator may be detected by a normal oil pressure measuring method, but it is more effective to detect it depending on the position of the actuator control shaft as in this embodiment. The control operation can be performed more quickly and more accurately.

〔The invention's effect〕

As described above, according to the present invention, the switching of the hydraulic clutch is mechanically performed, and when the clutch is off, the hydraulic pressure of the clutch is set to the high-pressure off-time hydraulic pressure, and when it is detected that the clutch is turned on, a short time is required. After waiting and pressing oil into the hydraulic clutch, the hydraulic pressure of the clutch is once reduced to the second hydraulic pressure when it is turned on, and then adjusted to the second hydraulic pressure that matches the selected operation mode. Since the hydraulic pressure is maintained until the clutch is turned on, the following effects can be obtained.

(1) When the clutch is on, the pressurizing oil is vigorously sent out by the hydraulic pressure at the off time to shorten the fitting time. Immediately after that, the hydraulic pressure is once reduced to the first hydraulic pressure at the on time, and then the selected mode is changed. Since the second hydraulic pressure is set to the appropriate on-state, the shock at the time of engaging the clutch can be alleviated, and the feeling and riding comfort of the marine vessel maneuvering can be enhanced.

(2) In addition, by setting the second hydraulic pressure to a high level, it is possible to make a shock much smaller than the conventional one when the fishing net is thrown into the sea or the boat is suddenly started. It is possible.

(3) For the rattling noise that occurs when the engine speed is relatively low and the oil pressure of the hydraulic clutch is high, it is necessary to set the second oil pressure at the time of turning on to a rotation transmission rate from the engine to the propeller of "1". It is possible to prevent rattling noises by setting a sufficiently low hydraulic pressure, and as a result, it is possible to prevent the riding comfort of the ship from being deteriorated and to prevent fish from escaping due to rattling noises on fishing boats. it can.

(4) In addition, since the clutch switching means is mechanically configured, it is safe that an electrically configured one such as one that is switched by a solenoid valve or the like does not malfunction due to salt water or the like and does not function. It is possible to perform various sailings.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIG. 2 is an overall configuration diagram of a control device according to one embodiment, FIG. 3 is an overall overview diagram of a clutch actuator 5, and FIG. 4 is a main part of the clutch actuator. Sectional views, FIGS. 5 to 8 are flowcharts of the hydraulic pressure adjustment process of the clutch, and FIGS. 9-1 to 9-3 are time charts of the respective modes. 2 ... Clutch switching handle, 3 ... Regulator handle, 5 ... Clutch actuator, 6 ... Switching lever, 8 ... Rotary section, 12 ... Supply pressure oil passage, 17 ... Forward cylinder, 18 ... Reverse drive Cylinder, 19 ... Forward insertion sensor, 20 ... Reverse insertion sensor, 24 ... Control unit, 25 ...
Motor, 26 ... Control shaft position sensor, 28 ...
… Control shaft, 31 …… Torohill handle, 33
...... Troll handle sensor, 34 …… Hydraulic clutch case, 35 …… Propeller shaft, 36 …… Propeller rotation sensor, 38
...... Mode switch, 39 …… Engine rotation sensor,
E ... Engine.

Claims (1)

[Claims] 1. A marine hydraulic clutch having a hydraulic clutch interposed between an engine and a propeller, and an electric drive device for increasing and decreasing the hydraulic pressure supplied to the hydraulic clutch. Clutch switching means for dynamically switching, switching detection means for detecting ON / OFF of the clutch c, means for setting the output speed of the engine, means for detecting the engine speed, and means for setting the speed of the propeller. A propeller rotation speed detecting means for detecting a target rotation speed by the propeller rotation setting means, a hydraulic pressure detecting means for detecting a hydraulic pressure when the electric drive device is operated, and a clutch-off detection by the switching detecting means. When the electric drive device is operated, the hydraulic pressure of the hydraulic clutch is set to a low level when the set propeller speed is extremely low. And off-time hydraulic, and off-time of pressure regulating means for pressurizing regulating the hydraulic when high levels of off otherwise,
When the switching detection means detects that the clutch is switched on, after a predetermined time, the hydraulic pressure applied to the clutch is once set to the low level first hydraulic pressure and then to the second hydraulic pressure for maintaining power transmission. When the engine rotation is urgently transmitted to the propeller, the first hydraulic pressure is set to a higher level than the normal first hydraulic pressure, and the engine rotation speed is set to a relatively low level and rattle noise is generated. When preventing, the second hydraulic pressure is a relatively low level of hydraulic pressure sufficient to maximize the rotation transmission rate from the engine to the propeller, and the second hydraulic pressure when the set rotational speed of the propeller is at an extremely low level. The first hydraulic pressure is lower than the normal first hydraulic pressure, and the second hydraulic pressure is such that the rotation transmissibility from the engine to the propeller is less than or equal to the maximum value.
The electric drive device is operated to temporarily set the hydraulic pressure of the hydraulic clutch to the first hydraulic pressure, and then the on-time pressure adjusting means for adjusting the hydraulic pressure to the second hydraulic pressure, and the clutch is turned off from the second hydraulic pressure. Is maintained until it is detected, and during the maintenance period, the above-mentioned rotation transmissibility does not reach the target maximum value,
When it is detected that the set propeller speed has not been reached, a hydraulic pressure maintaining means for temporarily setting the hydraulic pressure to a high hydraulic pressure and then reducing the hydraulic pressure to the second hydraulic pressure at a relatively low level sufficient to maximize the transmission rate is provided. A control device for a hydraulic clutch for a ship, comprising: