JPH08559B2 - Drive control method for marine main engine - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a drive control method for a marine main engine that drives a propeller via a reduction / reverse gear.

(Prior Art) A ship controls the ship speed during normal navigation, that is, the rotation speed of a propeller, by directly controlling the governor pressure of the main engine, and it is necessary to reduce the ship speed at the time of entry and exit. In some cases, a rotation speed lower than idling is required. Conventionally, when the rotation speed of the propeller is reduced, the rotation speed of the main engine is reduced to maintain idling and the clutch is shifted to slip control. On the contrary, when increasing the rotation speed of the propeller, the clutch is switched from slip control to direct connection, and at the same time, the governor is operated in the direction of increasing the rotation speed from the idling state of the main engine.

(Problems to be Solved by the Invention) As described above, in the related art, since the shift transition between the clutch slip control and the direct connection is performed while the main engine is kept idling, At the stage of shifting from slip to direct connection or from direct connection to slip, rotation fluctuation occurs by the amount equivalent to slip, and continuous rotation control of the propeller cannot be obtained unless the hydraulic clutch can be slid to a slip ratio close to zero. , A shock occurred due to a sudden change in rotation when switching between direct coupling movement and slip control. In particular, when sintered metal is used as the friction plate of the clutch, the friction coefficient tends to decrease as the slip ratio increases with the slip ratio of 0 to 25%, and the friction coefficient of the clutch plate is not constant. In the region, the propeller rotation control becomes unstable. For example, in the case of a purse seine fishery, it is necessary to select the optimum propeller rotation speed for each application in order to perform the functions of a light boat, back row boat, work boat, etc., with a single ship, and the rotation speed of the propeller is wide. There must be frequent and accurate control over the range. Therefore, as described above, it is difficult to apply a clutch using a friction plate whose rotation becomes unstable in a wide range of slip ratio of 0 to 25% to the above-mentioned applications. INDUSTRIAL APPLICABILITY The present invention is a drive control method for a main engine for a ship, which can accurately control the rotation speed of a propeller in a wide range without being affected by the type of friction plate, and which does not cause a shock when switching between slip control and direct coupling motion. The purpose is to provide.

(Means for Solving the Problem) As described above, in the present invention, the rotational fluctuation that occurs during the switching between the clutch slip control and the direct connection is given to the clutch by the rotational fluctuation rate corresponding to the slip at the switching. It was prevented by changing the rotation speed of the main engine. For example, the rotation fluctuation between slip control and direct connection is
If it is 25%, the rotation speed of the main engine will be 25% from idling.
% While simultaneously performing slip control to maintain the increased main engine rotation speed during slip control and, conversely, when switching the clutch from slip control to direct connection, lower the main engine rotation speed to idle at the same time. Run.
By switching in this way, the rotation speed due to the occurrence or disappearance of slip is offset, and stable rotation is obtained. In the above, when switching between slip control and direct connection, the rotation speed of the main engine is maintained at a constant rotation speed slightly higher than idling under slip control, but it is higher than this idling speed. If the slip control of the clutch is performed while maintaining the above value, the slip ratio increases by the increased extra rotation speed, resulting in slip loss. In order to avoid this, the present invention, as another invention, implements fluctuations in the rotational speed of the output shaft of the clutch after switching from direct connection to slip control by controlling the rotational speed of the main engine, and the slip ratio at this time is It includes a control method that keeps the engine constant until the main engine reaches idling. When the engine reaches idling, the main engine speed is kept idling and the slip ratio is changed to control the output rotational speed. In this way, slip loss can be kept small.

(Operation) FIG. 3 shows that the rotational speed of the main engine is switched between the idling and a slightly higher rotational speed at the same time as described above when switching between the direct clutch engagement and the slip control. FIG. 4 is a diagram illustrating changes over time in the main engine rotation speed, the output shaft rotation speed, and the clutch oil pressure.

In FIG. 3, changes with time of the main engine rotation speed, the output shaft rotation speed, and the clutch oil pressure are shown by line segments E, S, and C. In the present invention, the rotation speed of the main engine at the time of switching between slip control and direct connection is slightly higher than idling e ₁ by e ₂
Is maintained. The rotational speed of the main engine during slip control is maintained at a constant value like E _m , and the rotational speed of the main engine is increased while maintaining a constant slip rate from idling to e ₂ as at E _n. In some cases, the clutch hydraulic pressure is controlled in the range of C ₁ and C ₂ , respectively, as in C _m and C _n , and the output shaft rotation speed fluctuates from S _{2 to} S _4. To do. Then, when the clutch hydraulic pressure is increased from C ₂ to C ₄ in order to switch the clutch from slip control to direct coupling, at the hydraulic pressure C ₃ that switches from the slip state to direct coupling, the rotational speed of the main engine changes from e ₂ to idling e ₁ By setting e ₂ in advance so that the slip speed at point C ₂ and the direct connection speed under idling at point C ₄ match, the fluctuation of the output shaft rotation speed at the switching point is smoothed. This has the effect of preventing fluctuation shocks. However, as in the conventional case, as indicated by the one-dot chain line, while maintaining the idling e ₁ ,
When the slip control is switched to the direct connection, the output shaft rotation speed has a drawback that it shows a sudden increase at the switching point as shown by the chain double-dashed line and causes a shift shock.

When switching in the reverse of the above, if the main engine is in the state of maximum rotation speed, from e ₃ to idling e ₁
After that, the clutch hydraulic pressure is reduced from high pressure C ₄ to C ₂ and at C ₃ , the direct connection is changed to the slip control, and at the same time, the idling e ₁ is increased to a slightly higher rotation speed e ₂ ,
After that, if the rotational speed of the main engine is controlled as E _m or E _n and the clutch hydraulic pressure is reduced from C ₂ to C ₁ and reduced as C _m or C _n , respectively, the output shaft rotation Speed S is S ₅
Smooth fluctuations are given in the same way as in ~ S ₄ ~ S ₂ . At clutch hydraulic pressure C ₁ , the clutch is disengaged, and if the main engine rotational speed maintains a constant E _m , it is switched to idling at this point and the clutch is neutral in either case.

(Embodiment) FIGS. 1 and 2 show an embodiment for achieving the control method of the present invention, and respectively show a main engine drive unit and its control circuit. The embodiment of FIG. 1 is for maintaining the rotational speed of the main engine slightly higher than idling during clutch slip control. In FIG. 1, the power from the main engine 1 is transmitted from the crankshaft 2 via the elastic joint 3. Is connected to the input shaft 5 of the deceleration / reverse gear 4, the forward clutch 6 provided on the input shaft 5, and the drive gear 7 integrated with the input shaft 5,
The reverse gear 8 is connected to the driven gear 9 which is integral with the reverse gear 8 and is connected to the reverse clutch 10 to be switched to the respective pinion 11 or 12 for output, and the large gear 13 meshed with these pinions 11 and 12 outputs Coupling from one output shaft 14 to the gear 13
15, transmitted through the propeller shaft 16 to the propeller 17 in either forward or reverse rotation. Reference numeral 18 is a lever for adjusting the governor 19, which is operated by an actuator 22 which operates by receiving air pressure from an air pressure source 20 controlled by an electropneumatic converter 21, and an input side clutch plate of the forward clutch 6 or the reverse clutch 10. (2
3) and the clutch plate (24) on the output side are pressed via the annular piston (5) to engage the clutch hydraulic pressure.
Is adjusted to a constant pressure by means of the clutch hydraulic pressure control valve 30 and the clutch switching valve 31, and is switched to and supplied to the oil passage 32 or 33. An example of the first control method of the present invention in such a driving device will be described first. 34 is a one-handle speed control device, lever
When 35 is in the central N position, the main engine 1 is set in the idling state and the clutch switching valve 31 is set in the N position, that is, the neutral state. When the lever 35 is tilted to the right in the figure and is placed in the range of a, the limit switch 36 switches the clutch switching valve 31 to the F position to supply pressure oil to the forward clutch 6, and the servo mechanism (not shown). Main engine rotation speed setting potentiometer linked with this lever 35
37 outputs the idling signal 38 while being fixed to the position for outputting the idling control voltage, and the lever 35
The idling limit switch 39 operated by is maintained in the ON state, outputs the signal 41 from the idling additional setting device 40, and is added by the adder 42 together with the signal 38 to give a rotation speed slightly higher than idling. The signal 43 is output, and this signal 43 and the detection signal 45 from the main engine rotation speed detector 44 are converted into a voltage by the converter 46.
And a comparator 48 is given, and the deviation signal from this comparator 48
The signal 51 adjusted by the PID controller 50 to 49 is amplified by the amplifier 52, and the electro-pneumatic converter 21 is maintained at a value slightly higher than the idling speed of the main engine 1 by this amplifier signal 53. Control to be done. In addition, the lever 35
The output rotation speed setting potentiometer 54, which is linked to, outputs a voltage signal 55 proportional to the tilt angle of the lever 35, and in this case, the slip-direct connection changeover limit switch 56 operated by the lever 35 is turned on. Therefore, the signal 55 is given to the comparator 59 as the signal 58 instead of the direct connection signal 57 described later. The comparator 59 receives a detection signal 61 from the output shaft rotation speed detector 60 as a voltage signal 63 via a converter 62, compares it with the above signal 58, and supplies a deviation signal 64 to a PID controller 65. The signal 66 adjusted by
The output rotation speed of the forward clutch 6 is maintained at the set value of the output rotation speed setting potentiometer 54 by controlling the clutch hydraulic pressure control valve 30 with this increase signal 68.

When the tilt angle of the lever 35 is further increased to fall within the range of b, first, the idling limit switch 39 is turned off,
Signal 43 is the signal that was outputting the idling signal until then.
Switch to only 38 and return the main engine to idling. At the same time, the slip-direct connection changeover limit switch
56 is turned off, and the signal 58, the slip signal 55, and the direct connection signal 70 from the maximum value setting device 69 are switched and output. As a result, the comparator 59 outputs the maximum value setting signal 58 and this setting signal 58. Compared with the small detection signal 63, the deviation signal 64
Becomes a maximum negative value and the controller 65 outputs the maximum signal 66,
The clutch hydraulic pressure control valve 30 outputs the maximum hydraulic pressure to directly connect the forward clutch. When the tilt angle of the lever 35 is increased under such a condition, the setting signal 38 of the main engine rotation speed setting potentiometer 37 increases in proportion to the increase of the rotation speed of the main engine. Go. In this way, the lever 35 is a
When switching from "b" to "b", the main engine operates so as to switch from a slightly higher rotational speed to idling, and at the same time, switch the clutch from slip to direct connection. When the lever 35 is returned, the lever 35 is operated in reverse to the neutral state. When the lever 35 is tilted to the left, the reverse clutch is fitted and operates in the same manner as above.

FIG. 2 shows an embodiment of a drive device and its control device for carrying out the second control method of the present invention. The structure of the driving device is the same as that shown in FIG. Lever of the speed control device 34 ₁ 35 ₁ neutral position N
When tilting to the right in the figure and entering the range of d, the lever 35
_In conjunction with ₁ , the clutch switching valve 31 is switched to the F position and the forward clutch 6 is fitted. Similarly, in conjunction with the lever 35 ₁ , the idling limit switch 71 is turned on and in conjunction with the lever 35 _1. A main engine rotation speed setting potentiometer 72 for outputting a setting signal proportional to the inclination angle and a main engine high rotation speed setting potentiometer 73 for giving a main engine rotation speed slightly higher than the main engine rotation speed setting potentiometer 72. The setting signals 74 and 75 from the idle setting device 76 and the idling signal 77 from the idling setting device 76 are given to the maximum value selector 78, and initially, the idling setting device
The idling signal 77 from the 76 is selected and given as a signal 79 to the comparator 84 together with the signal 83 obtained by converting the detection signal 81 of the main engine speed detector 80 by the converter 82, and the deviation signal from the comparator 84. The PID controller 86 adjusts 85, and the signal 89 obtained by amplifying the adjustment signal 87 by the amplifier 88 is applied to the electropneumatic converter 21 to maintain the rotational speed of the main engine 1 at idling. When the inclination angle of the lever 35 ₁ increases and reaches the position of g, the output setting signal 75 of the main engine high rotation speed setting potentiometer 73
Is increased beyond the idling signal 77, the maximum value selector 78 switches the input signal from 77 to 75 and outputs it as the signal 79. As a result, the rotation speed of the main engine 1 gradually starts to increase from idling. When the lever 35 ₁ reaches the position of g, the idling limit switch 71 is turned off and the signals 75 and 77 are cut off, and the signal 79 is switched to the setting signal 74 from the main engine speed setting potentiometer 72. Return the rotation speed of the engine 1 to idling and restart the lever.
When the position of 35 ₁ is in the range of d, the slip direct connection changeover limit switch 90 is turned on in conjunction with the lever 35 ₁ and the setting signal 92 of the output shaft rotation speed setting potentiometer 91 is output as the signal 93. Then, the detection signal 95 from the output shaft rotation speed detector 94 is converted by the converter 96 together with the signal 97 converted by the converter 96.
The deviation signal 99 from the comparator 93 is adjusted by the PID controller 100, and the adjustment signal 101 is amplified by the amplifier 102 to obtain a signal 10
The output shaft rotational speed is set by controlling the clutch hydraulic control valve 30 with the output shaft rotational speed setting potentiometer 91.
Maintain the setting value given by. The relationship between the fluctuation of the clutch oil pressure and the fluctuation of the rotational speed of the main engine 1 controlled as described above is as shown by C _n and E _{n in} FIG. 3, and the rotational speed of the output shaft 14 is S ₃ −. It changes linearly like S ₄ . Slip the position of the lever 35 ₁ reaches the point h - direct changeover limit switch 90 is turned off, the maximum value setting unit 10 a signal 93
The signal is switched from the direct connection signal 105 from 4 to the comparator 98, and the comparator 98 outputs the maximum setting signal 93 and a detection signal smaller than this.
As compared with 97, the deviation signal 99 has a maximum negative value, the controller 100 outputs the maximum signal 101, and the clutch hydraulic pressure control valve 30 outputs the maximum hydraulic pressure to directly connect the forward clutch. Under such state, when increases the inclination angle of the lever 35 from ₁ h, the rotation of the main engine 1 in proportion to the setting signal 74 of the main engine rotational speed setting potentiometer 72 increases Increase speed. In this way, during slip control, the slip loss is minimized by keeping the slip ratio constant immediately before the main engine starts to increase from idling and the clutch is switched to the direct connection, and as in the previous embodiment, the main engine is reduced. Operates to switch the clutch from slip to direct connection at the same time as the speed is lowered from a slightly higher rotational speed to idling. When the lever 35 ₁ is returned, the lever 35 ₁ is operated in reverse to the neutral state. Further, when the tilt lever 35 ₁ on the left side reverse clutch is fitted, which operates in the same manner as described above.

(Effects of the Invention) As described above, according to the present invention, a stable rotation speed of a propeller can be obtained in a wide range without being influenced by the type of friction plate, and moreover, switching between slip control and direct connection operation is smooth. It has the effect of not causing shock.

[Brief description of drawings]

1 and 2 show an embodiment of a drive unit and its control unit for carrying out the control method of the present invention. FIG. 3 is a chart comparing the present invention and the conventional example with respect to changes with time in the main engine rotation speed, the output shaft rotation speed, and the clutch oil pressure. 1 …… Main engine, 4 …… Reduction gear reverser 6,10 …… Hydraulic clutch, 17 …… Propeller

Claims (3)

[Claims] 1. A main engine of a marine vessel propulsion apparatus in which a propeller is driven from a main engine through a speed reducer / reverse gear having a hydraulic clutch. When the hydraulic clutch is switched from neutral to forward or reverse, the main engine is first kept idling. Initially, the minimum clutch hydraulic pressure that gives the hydraulic clutch a strip is supplied, and then the rotational speed of the main engine is raised from idling to a slightly higher predetermined rotational speed, and then the clutch hydraulic pressure is gradually increased to increase the slip ratio of the hydraulic clutch. By increasing the propeller rotation speed by decreasing the speed, and when the clutch slip ratio reaches a predetermined value, the main engine rotation speed is reduced by reducing the main engine rotation speed to idling and maximizing the clutch hydraulic pressure to directly connect the hydraulic clutch. A drive control method for a main engine for a ship, which is characterized by increasing the engine speed. 2. A value obtained by dividing an increase in the main engine rotational speed when the rotational speed of the main engine is slightly increased from idling by the increased main engine rotational speed, and at the same time, a slip ratio applied to a hydraulic clutch is equal. The drive control method for a main engine for a ship according to claim 1, wherein the control valves for the main engine and the hydraulic clutch are adjusted so as to achieve the above. 3. In a main engine of a ship propulsion device in which a propeller is driven from a main engine through a speed reducer / reverse gear having a hydraulic clutch, when the hydraulic clutch is switched from neutral to forward or reverse, the main engine is first kept idling. The minimum clutch hydraulic pressure that gives the hydraulic clutch a strip is initially supplied, and then the clutch hydraulic pressure is gradually increased to reduce the slip ratio of the hydraulic clutch. The main engine rotation speed is increased so that the main engine rotation speed is maintained so that the output shaft rotation speed of the reduction / reverse gear increases until it corresponds to the rotation speed when the hydraulic clutch is directly connected under idling of the main engine. To reduce the idling and maximize the clutch hydraulic pressure, connect the hydraulic clutch directly to increase the rotation speed of the main engine. Control drive control method for marine main engine, characterized by.