JPH0710678B2 - Trolling equipment for ships - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a trolling device mounted on a ship such as a fishing boat.

(Prior Art and its Problems) In the conventional trolling device, the rotation angle of the trolling lever and the rotation speed of the propeller directly correspond to each other. For example, if the total effective operating angle of the trolling lever is 70 degrees, this 70 degrees is assigned to the propeller rotation speed of 0r.pm to 220r.pm. Specifically, when the rotation angle of the trolling lever is 0 degree, the propeller rotation speed is 0 rpm.When it is 70 degrees, it is 220 rpm.When it is 35 degrees, it is 110 rpm.
Each was controlled to be pm.

However, in the above-mentioned conventional device, the effective operating angle of the trolling lever cannot be used over the entire range, and in some cases the delicate control of the propeller rotation speed cannot be performed by the trolling lever. That is, the engine speed is 500 r.p.
If the speed reduction ratio is 4 at m., the propeller speed will be 125 rpm when the hydraulic clutch is completely engaged. In this case, the trolling lever in the above conventional device has a range of 0 to almost 40 degrees. It could only be used on a small scale, and could not control the ship speed delicately.

In recent years, the demand for trolling has also diversified with the diversification of fishing species, and the propeller speed is 400 r.p.
Although a high speed trolling of about m. is required, the above conventional device can only set up to 220 rpm. And if this can be set from 0r.pm to 400r.pm, the total effective operating angle of the trolling lever will be 70 degrees.
Since it will be allocated to ~ 400r.pm, the problem that the delicate control of the ship speed cannot be performed becomes more remarkable.

Therefore, a mode changeover switch is provided so that the propeller rotation speed
A control method is proposed in which the mode of 0r.pm to 100r.pm and the mode of 100r.pm to 220r.pm are switched, and the effective operating angle of the trolling lever of 70 degrees is effectively used for each mode. Even in this case, it is not possible to always use the entire effective operating angle of the trolling lever of 70 degrees, and the more delicate control is required, the more mode changeover switches are required, which increases the cost at the same time. There is a problem that the switching operation is troublesome.

(Means for Solving the Problems) In order to solve the above problems, the ship trolling device of the present invention has an engine 1 and a propeller 2 as shown in FIG.
A hydraulic clutch 3 and a speed reducer 4, which are interposed between the hydraulic clutch 3 and the speed reducer 4, a pressure adjusting device 5 that adjusts the hydraulic pressure supplied to the hydraulic clutch 3 according to an input signal, and a trolling lever 6 for performing a trolling operation. An engine speed detector 7 that detects the speed of the engine 1, a propeller speed detector 8 that detects the speed of the propeller 2, and a reduction ratio that outputs a signal corresponding to the reduction ratio of the speed reducer 4. Output means 9,
A trolling sensor 10 for detecting a rotation angle of the trolling lever 6, an operation means 11 for calculating a set rotation speed of the propeller from output signals of the engine speed detector 7, the reduction ratio output means 9, and the trolling sensor 10. Control means for comparing the set rotation speed calculated by the calculation means 11 with the propeller rotation speed detected by the propeller rotation speed detector 8 and controlling the pressure adjusting device 5 so that the difference becomes zero. The calculation means 11 includes a quotient Ni / I of the engine speed Ni and the reduction ratio I, and a quotient θ1 / θ2 of the actual rotation angle θ1 of the trolling lever 6 and the total effective operation angle θ2. The product Ni · θ1 / (I · θ2) of the propeller 2
The calculation is performed as the set rotation speed of.

(Operation) The calculation means 11 reads the engine speed Ni from the output signal of the engine speed detector 7, the speed reduction ratio I from the output signal of the speed reduction ratio output means 9, and the trolling lever 6 from the output signal of the trolling sensor 10. The actual rotation angle θ1 of is read, and the quotient Ni / I of the engine speed Ni and the reduction ratio I,
The product of the actual rotation angle θ1 of the trolling lever 6 and the quotient θ1 / θ2 of the total effective operation angle θ2, Ni · θ1 / (I · θ
2) is calculated as the set rotational speed of the propeller 2. Then, the control means 12 compares the set rotation speed calculated by the calculation means 11 with the propeller rotation speed detected by the propeller rotation speed detector 8 and controls the pressure adjusting device 5 so that the difference becomes zero. Adjust the slip of the hydraulic clutch 3.

(Embodiment) An embodiment of the present invention will be described below with reference to FIGS.

FIG. 2 is a schematic configuration diagram of a trolling device for a ship according to an embodiment of the present invention, and the same components as those in FIG. 1 are designated by the same reference numerals. In FIG. 2, reference numeral 13 is a remote control handle, a trolling handle 14 is installed on the remote control handle 13, and one end of a push-pull cable 15 is connected to the trolling handle 14. The other end of this push-pull cable 15 is connected to the trolling lever 6, and the trolling handle 14
The trolling lever 6 rotates in response to the rotation of the. The trolling sensor 10 detects the rotation angle of the trolling lever 6 and includes a controller 16 including a microcomputer including a computing means 11 and a control means 12
The detection signal is output to.

Reference numeral 17 is a remote control handle different from the remote control handle 13, and includes a clutch switching handle 18 and a regulator handle 19
The clutch switching handle 18 is connected to the switching lever 22 of the clutch actuator 21 via the push-pull cable 20, and the switching lever 22 is switched by operating the clutch switching handle 18. The clutch actuator 21 controls the operating oil pressure of the hydraulic clutch 3 and its direction, and constitutes the pressure adjusting device 5, and includes a switching lever 22, a motor 23, a clutch connection detector 24, and an operating oil pressure detector 25. And are provided. The switching lever 22 is the clutch actuator 21.
The operating state of the hydraulic clutch 3 is switched between forward, backward and neutral, and the motor 23 operates the clutch actuator 21 in response to a signal from the controller 16 to operate the hydraulic clutch 3. The hydraulic pressure is continuously variable. The latch continuity detector 24 detects the disengaged state and the forward / backward state of the hydraulic clutch 3 from the operating state of the clutch actuator 21, and outputs the detection signal to the controller 16. The operating hydraulic pressure detector 25 Detects the operating state of the clutch actuator 21 or the operating hydraulic pressure of the hydraulic clutch 3 and outputs the signal to the controller 16.

The regulator handle 19 is a push-pull cable 26
The accelerator lever 27 is connected to the accelerator lever 27 via the, and the accelerator lever 27 is rotated by operating the regulator handle 19. The rotation angle of the accelerator lever 27 is detected by an accelerator sensor 28 and output to the controller 16. Reference numeral 29 is a regulator actuator that drives the regulator lever of the engine 1. A motor 30 and a regulator lever position sensor 31 are installed. The motor 30 drives the regulator actuator 29. The regulator lever position sensor 31 is a regulator actuator. The rotational position of the regulator lever of the engine 1 is detected from the operating state of 29 and the signal is output to the controller 16.

Reference numeral 32 denotes a clutch oil temperature sensor that detects the oil temperature of the hydraulic oil of the hydraulic clutch 3 and outputs a signal thereof to the controller 16, and also detects detection signals of the engine speed detector 7 and the propeller speed detector 8. It is designed to be output to the controller 16.

As shown in FIG. 3, the controller 16 is provided with the speed reduction ratio output means 9 comprising a variable resistor, and the signal from the speed reduction ratio output means 9 allows the arithmetic means 11 to know the speed reduction ratio. Has been done. The reduction ratio output means 9 is adapted to be adjusted manually according to the reduction ratio, but instead of this, a detector for detecting the number of gears of the speed reducer 4 may be used as the reduction ratio output means 9. Good.

Next, the operation will be described. First, the operation of the clutch switching handle 18 and the regulator handle 19 will not be directly related to the essential part of the present invention, so a brief description will be given. When you operate the regulator handle 19, the push-pull cable 26
The accelerator lever 27 rotates via the, and the rotation angle is detected by the accelerator sensor 28 and output to the controller 16. The controller 16 determines the motor based on this signal etc.
Controls 30 to drive the regulator actuator 29. As a result, the regulator lever of the engine 1 is rotated, and the rotation speed of the engine 1 changes.

When the clutch switching handle 18 is operated, the switching lever 22 is rotated via the push-pull cable 20, the operating state of the clutch actuator 21 is changed, the hydraulic clutch 3 is switched, and the rotational force of the engine 1 is transferred to the propeller 2. A state in which the rotational force of the engine 1 is transmitted to the propeller 2 in a reverse direction and a state in which the rotational force of the engine 1 is not transmitted to the propeller 2 are switched to each other.

Next, the operation of the trolling handle 14, which is an essential part of the present invention, will be described. When the trolling handle 14 is operated, the trolling lever 6 is rotated via the push-pull cable 15 in proportion to the rotation angle of the trolling handle 14. The rotation angle of the trolling lever 6 is detected by the trolling sensor 10, and the detection signal is input to the arithmetic means 11 of the controller 16. And computing means 11
Calculates the set rotational speed of the propeller 2 according to the flowchart shown in FIG. That is, in step (1), the engine speed Ni is read from the engine speed detector 7,
In step (2), the speed reduction ratio I is read from the speed reduction ratio output means 9, and in step (3), the actual rotation angle θ1 of the trolling lever 6 is read from the trolling sensor 10, and at the same time, the trolling lever 6 which is given in advance by a program is read. The quotient θ1 / θ2 with the total effective operation angle θ2 is the slip ratio P
Calculate as. Then, in step (4), the engine speed Ni read in step (1), the speed reduction ratio I read in step (2), and the slip ratio P calculated in step (3) are used to set the set speed of the propeller 2. Np = (Ni / I) P = Niθ1 / (Iθ2) is calculated and the set rotational speed Np is output to the control means 12. As a result, the control means 12 outputs a control signal to the motor 23 of the pressure regulator 5 in step (5), and the clutch actuator 21
Is operated to adjust the operating hydraulic pressure of the hydraulic clutch 3 to bring the hydraulic clutch 3 into a half-clutch state so that the rotational speed of the propeller 2 approaches the set rotational speed. When the rotation speed is extremely low, the half-clutch control is switched to the intermittent control in order to prevent seizure of the clutch plate. And step (6)
The actual propeller speed from the propeller speed detector 8
Npo is compared with the set rotational speed Np. If they are equal, the process returns to step (1), and if they are not equal, the process returns to step (5). Thus, the rotation speed Npo of the propeller 2 is step (4)
The desired speed of the ship during trolling can be obtained because it matches the set speed Np calculated in.

Here, the operating angle of the trolling lever 6 and the propeller 2
The relationship with the number of revolutions will be described more specifically with reference to FIG. The rotatable range of the trolling lever 6 is 90 degrees,
When the play range is 10 degrees at both ends, the total effective operation angle θ2 of the trolling lever 6 is 70 degrees. Now, assuming that the engine speed Ni = 800 rpm and the reduction ratio I = 2, the propeller speed is 0 rpm when the rotation angle θ1 of the trolling lever 6 is 0 degree, and when the rotation angle θ1 is 70 degrees. 400r.pm
And, as shown in the figure, it is 200r.pm at 35 degrees. Next, assuming that the engine speed Ni = 500 rpm and the reduction ratio I = 2, the rotation angle θ1 of the trolling lever 6 is 0.
When the degree is 70 degrees, the propeller speed is 0r.pm, and when the degree is 70 degrees, it is 2
50r.pm, and 125r.pm at 35 degrees as shown. When the engine speed Ni is 500 rpm, the reduction ratio I
= 4, when the rotation angle θ1 of the trolling lever 6 is 0 degree, the propeller rotation speed is 0 rpm.
It is 125r.pm when the temperature is 35 degrees, and 62 when the temperature is 35 degrees as shown.
It is 5r.pm.

(Other Embodiments) In the above embodiment, the trolling lever 6 is rotated by the remote control handle 13 via the trolling handle 14, but the trolling lever 6 may be directly operated. Of course.

As described above, according to the present invention, the engine speed Ni
And quotient Ni / I of the reduction ratio I and the quotient θ1 / θ2 of the actual rotation angle θ1 of the trolling lever and the total effective operation angle θ2
Since the calculation means calculates Ni · θ1 / (I · θ2) as the set speed of the propeller, the total effective operating angle θ2 of the trolling lever is always calculated regardless of the engine speed Ni and the reduction ratio I. It can be used for trolling control 100% effectively, and delicate control can be performed easily and operability can be dramatically improved. Especially when high speed trolling is required, this effect is great. Moreover, even when compared with a conventional device that switches the mode by the mode changeover switch, the mode changeover switch is not required and the cost can be reduced, and at the same time, the operation of changing over the mode changeover switch is unnecessary, so that the operation can be performed easily and quickly. .

[Brief description of drawings]

FIG. 1 is a block diagram of a trolling device for a ship according to the present invention, FIG. 2 is a schematic block diagram of a trolling device for a ship according to an embodiment of the present invention, FIG. 3 is a circuit diagram of a reduction ratio output means, and FIG. Is a flow chart showing the operation of the computing means and the control means, and FIG. 5 is an explanatory view of the operating angle of the trolling lever. 1 ... Engine, 2 ... Propeller, 3 ... Hydraulic clutch, 4 ... Reducer, 5 ... Pressure adjusting device, 6 ... Trolling lever, 7 ... Engine speed detector, 8 ... Propeller speed Detector, 9 ... Reduction ratio output means, 10 ... Trolling sensor, 11 ... Calculation means, 12 ... Control means

Claims (1)

[Claims] 1. A hydraulic clutch and a speed reducer interposed between an engine and a propeller, a pressure adjusting device for adjusting a hydraulic pressure supplied to the hydraulic clutch according to an input signal, and a trolling for performing a trolling operation. A lever, an engine speed detector that detects the speed of the engine, and a propeller speed detector that detects the speed of the propeller,
Reduction ratio output means for outputting a signal corresponding to the reduction ratio of the speed reducer, a trolling sensor for detecting the rotation angle of the trolling lever, output signals of the engine speed detector, the reduction ratio output means, and the trolling sensor. From the calculation means for calculating the set rotation speed of the propeller, and comparing the set rotation speed calculated by this calculation means with the propeller rotation speed detected by the propeller rotation speed detector so that the difference becomes zero. And a control means for controlling the pressure regulator, wherein the computing means calculates a quotient Ni / I of the engine speed Ni and the reduction ratio I, an actual rotation angle θ1 of the trolling lever and a total effective operation angle θ2. Quotient of and the product of θ1 / θ2
A trolling device for a ship, characterized in that Ni · θ1 / (I · θ2) is calculated as a set rotational speed of the propeller.