JPH10110742A - Hydraulic control device for clutch for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve ship maneuverability in an engine low speed rotation region. SOLUTION: A clutch oil pressure setting valve 8 to set a regular working oil pressure on hydraulic clutches 11 and 12 by gradually boosting an oil pressure from an initial pressure and a muffler 21 operated only in the low region of the number of revolution of an engine and setting a slip working oil pressure on the hydraulic clutches lower than the initial pressure of the clutch oil pressure setting valve are connected in parallel to a feed oil circuit between a hydraulic pump 1 and a directional control valve 7 for engaging a clutch. An opening/closing valve 22 to stop the feed of working oil to the muffler is arranged on the primary side of the muffler 21, and the opening closing valve is interlocked with and linked to the directional control valve such that when the directional control valve is in a clutch nonengaging position N, the feed of working oil to the muffler is stopped and after a lapse of a given time starting from switching to clutch engaging positions F and R, the feed of working oil is started.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for operating a hydraulic clutch provided on a boat such as a yacht or a fishing boat.

[0002]

2. Description of the Related Art In a hydraulic control device for a hydraulic clutch used in a speed reducer / reversing machine of a fishing boat or the like, an oil supply circuit between a hydraulic pump and a directional switching valve for fitting the hydraulic clutch gradually increases pressure from an initial pressure. Besides the clutch oil pressure setting valve that sets the normal working oil pressure for the hydraulic clutch, and a silencer that sets the slip action oil pressure for the hydraulic clutch that operates only in the low engine speed range and is lower than the initial pressure of the clutch oil pressure setting valve. Are provided in parallel with the clutch hydraulic pressure setting valve.

In general, when a hydraulic clutch is fitted and the engine speed is reduced, rattling noise occurs in a gear mechanism from the hydraulic clutch to the propeller. More specifically, in low-speed operation, engine torque fluctuations are likely to occur. Therefore, if the hydraulic pressure supplied to the hydraulic clutch is sufficiently high, the engine torque fluctuations are transmitted as they are, and as a result, the above-described rattle noise is generated. Will happen. Therefore, as described above, the silencer is provided, and the silencer is automatically operated in a region where the engine speed is low, so that the hydraulic clutch is fitted in a slip state to absorb torque fluctuations and eliminate rattle noise. .

[0004]

However, according to the conventional silencer, the engine always operates when the engine speed is set in a low range, and the clutch engagement hydraulic pressure is reduced as shown by the relation line Y in FIG. Since the slip operation hydraulic pressure P1 is maintained lower than the initial pressure P2 of the setting valve, the slip operation oil pressure P1 acts on the hydraulic clutch immediately after t0 when the direction switching valve is switched from the clutch non-engaged position to the clutch engaged position. Therefore, the ship has a poor responsiveness and starts very slowly, resulting in poor maneuverability when a ship is docked.

[0005]

SUMMARY OF THE INVENTION An object of the present invention is to improve such a problem and improve the maneuverability of a ship, and to improve the maneuverability between a hydraulic pump and a direction switching valve for fitting a clutch. In the refueling circuit, a clutch oil pressure setting valve that gradually increases pressure from the initial pressure to set the working oil pressure to the hydraulic clutch, and operates only in a low engine speed region and has a hydraulic pressure lower than the initial pressure of the clutch oil pressure setting valve. In a hydraulic control device for a marine clutch, in which a silencer for setting a slip action oil pressure for a clutch is connected in parallel, an open / close valve capable of stopping supply of hydraulic oil to the silencer is provided on a primary side of the silencer. When the directional control valve is in the clutch non-engaged position, the supply of hydraulic oil to the muffling device is stopped, and the directional control valve is switched to the clutch engaged position. Wherein the interlocking linkage to begin working oil supply after a predetermined time has elapsed.

In order to simplify the interlocking linkage between the on-off valve and the direction switching valve, the clutch hydraulic pressure setting valve is controlled so that the base end of a hydraulic pressure setting spring can be advanced to a restricted position. The piston is received, and the hydraulic pressure applied to the hydraulic clutch behind the control piston is configured to be applied via a throttle, while the on-off valve is closed to stop the supply of hydraulic oil to the muffler. A two-position switching type pilot hydraulically actuated type having a back pressure chamber having a position and an oil passage position allowing hydraulic oil supply, and acts on the back pressure chamber behind the control piston. It is preferable that the hydraulic pressure is branched and guided.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, the suction part of the hydraulic pump 1 is connected to an oil tank 3 via an oil filter 2, and the discharge part is used for forward / reverse switching via a fuel supply circuit 4, a pressure reducing valve type trolling valve 5, and a fuel supply circuit 6. It is connected to the entrance side of the directional control valve 7.

[0008] A clutch oil pressure setting valve 8 is connected to the oil supply circuit 4, and a low pressure circuit 9 and a lubrication oil pressure setting valve 10 are connected downstream of the clutch oil pressure setting valve 8. Low voltage circuit 9
Is branched at the end and communicates with the lubrication points of the hydraulic clutch 11 for forward movement and the hydraulic clutch 12 for reverse movement. In addition, 13 in the low-pressure circuit 9 is a water-cooled oil cooler, and 14 is an oil filter.

The directional control valve 7 is of a three-position switching type including a central clutch non-engaged position N shown in FIG. 1 and left and right forward clutch engaged positions F or reverse clutch engaged positions R. Then, it is selectively switched to any one of the positions by the switching operation lever 70. An inlet port 71 connected to the oil supply circuit 6 and a drain port 72 connected to the oil tank 3 are formed on the inlet side of the direction switching valve 7. At the outlet side of the directional control valve 7, a hydraulic clutch 1
1, a forward outlet port 73 that communicates with the piston oil chamber, a reverse outlet port 74 that communicates with the piston oil chamber of the hydraulic clutch 12, and a pilot hydraulic circuit 15 that communicates with a pilot hydraulic circuit 15 to a clutch hydraulic pressure setting valve 8 described later. An outlet port 75 is formed.

The clutch hydraulic pressure setting valve 8 is provided for the hydraulic clutch 1
The control unit controls the hydraulic pressure applied to the oil supply circuits 1 and 12, and receives the pilot oil pressure introduced from the oil supply circuit 4 via the pilot oil pressure circuit 4a to urge the oil supply circuit 4 and the low-pressure circuit 9 to increase the opening degree. At the same time, the base end of the oil pressure setting spring 80 is received by the control piston 81 which can move forward to the regulated position, and is introduced into the hydraulic clutches 11 and 12 in the back pressure chamber 2 behind the control piston 81. The hydraulic pressure is applied from the pilot hydraulic circuit 15 via the throttle 16 so that the opening is reduced. In addition. The pilot hydraulic circuit 15 allows only oil flow from the back pressure chamber 82 to the pilot outlet port 75, and when the direction switching valve 7 is in the clutch non-engaged position N, the hydraulic oil in the back pressure chamber 82 Check valve 17 is connected in parallel with the throttle 16 to quickly discharge the gas.

As described above, the clutch hydraulic pressure setting valve 8 is configured as a so-called "modulate relief valve", and a pilot hydraulic circuit 15 is provided to the back pressure chamber 82 of the control piston 81.
When there is no inflow of pressurized oil, the initial pressure P2 shown in FIG. 5 is given only by the urging force of the spring 80, and
When the pressure oil gradually flows into the back pressure chamber 82 under the action of the throttle 16, the urging force of the spring 80 increases due to the advance of the control piston 81, and the set pressure gradually increases.
When the control piston 81 finally reaches the regulated position, the normal working oil pressure P3 at which the hydraulic clutches 11, 12 are completely engaged is provided.

A bypass circuit 18 is provided between the oil supply circuit 6 and the low-pressure circuit 9.
8 is provided with a silencer 21 in which a pressure regulating valve 19 and a flow control valve 20 are connected in series from the upstream side of the pump.

The pressure regulating valve 19 controls the degree of opening of the communication between the bypass circuit 18 and the low-pressure circuit 9, and receives an operating oil pressure introduced from the bypass circuit 18 via the pilot hydraulic circuit 18a to increase the opening degree. And is urged in the direction of decreasing the opening by a spring 19a for setting the hydraulic pressure. By setting the biasing force of the spring 19a, the initial pressure P of the clutch hydraulic pressure setting valve 8 is applied to the pressure regulating valve 19.
A slip action oil pressure P1 lower than 2 is provided.

On the other hand, the flow control valve 20 is for controlling the relief oil discharged from the pressure regulating valve 19 to flow to the low pressure circuit 9 and has a throttle position R for providing resistance to the oil flow passing therethrough. And a closed position C for blocking the oil flow, and is urged to the throttle position R by the urging force of the spring 20a. Further, a back pressure chamber 20b is provided at a position opposite to the biasing side of the spring 20a, and a pilot hydraulic circuit 18b branched from the bypass circuit 18 on the inlet side of the flow control valve 20 is connected to the back pressure chamber 20b. Thus, a pilot hydraulic pressure switching type is configured.

As shown in FIG. 6, when the engine speed is lower than r1, the oil flow difference between before and after the passage of the throttle position R of the flow control valve 20 is small, and the pressure of the pilot hydraulic circuit 18b is reduced by the spring 20a. If it is lower than the force, the state of the throttle position R continues, and the pressure regulating valve 19 functions to regulate the clutch working oil pressure to the slip working oil pressure P1. As the engine speed increases, the amount of oil flowing through the bypass circuit 18 increases. When the engine speed exceeds r2, the oil flow difference between before and after passing the throttle position R increases, and the pressure in the pilot hydraulic circuit 18a increases. Automatically exceeds the urging force of the spring 20a, the pressure is automatically switched to the closed position C, the pressure regulating valve 19 does not function, and the clutch working oil pressure is adjusted to the normal working oil pressure P3 by the clutch oil pressure setting valve 8.

Further, according to the present invention, an on-off valve 22 is provided on the primary side of the silencer 21, that is, on the bypass circuit 18 upstream of the pressure regulating valve 19. The on-off valve 22 is configured as a two-position switching type including an oil passage position P for supplying hydraulic oil flowing through the bypass circuit 18 to the muffler 21 and a closed position C for stopping supply of hydraulic oil. It is urged to the closed position C under the urging force.

The on-off valve 22 is in the closed position C to stop the supply of the hydraulic oil to the muffling device 21 when the above-mentioned direction switching valve 7 is in the clutch non-engagement position N. The forward or reverse clutch engagement position F,
It is linked to the direction switching valve 7 so as to switch to the oil passage position P where the supply of the hydraulic oil to the muffling device 21 starts after a predetermined time has elapsed since the switching to R.

In the embodiment of the present invention, the opening / closing valve 22 is of a pilot hydraulic switching type and its switching drive source is obtained from a clutch hydraulic control circuit, so that the opening / closing valve 22 is switched to the direction switching valve 7.
It is easily linked. That is, the spring 2 of the on-off valve 22
The back pressure chamber 22b is provided at a position opposite to the biasing side of 2a, and when the direction switching valve 7 is switched to the forward or reverse clutch engagement position F or R, the clutch hydraulic pressure is always applied to the pilot hydraulic circuit 15. In addition, focusing on the fact that the throttle 16 delays the forward movement of the control piston 81 of the clutch oil pressure setting valve 8, the pilot hydraulic circuit 15a branches from the secondary side of the throttle 16 Connected to back pressure chamber 22b. After the pressure oil is introduced into the pilot hydraulic circuit 15a, the on-off valve 22 is closed.
The time for switching from the pressure to the oil passage position P can be set arbitrarily by appropriately selecting the volume of the back pressure chamber 22b and the aperture diameter of the aperture 16.

Next, the operation of the present invention will be described. As shown in FIG. 1, when the direction control valve 7 is at the clutch non-engagement position N, the pilot hydraulic circuit 15 is connected to the oil tank 3, and the clutch engagement oil pressure at the entrance side of the direction switching valve 7 is represented by a relational line X in FIG. As shown in FIG.
Is regulated. This is because the back pressure chamber 22b of the on-off valve 22 is also connected to the oil tank 3 via the pilot hydraulic circuits 15a and 15 similarly.
This is because the on-off valve 22 is brought to the closed position C by the spring 22a to prevent the pressure oil of the oil supply circuit 6 from flowing to the muffling device 21 and to temporarily stop the muffling device 21 from functioning.

Here, when the direction switching valve 7 is switched to the forward clutch engagement position F as shown in FIG. 2 and the clutch engagement command t0 shown in FIG. The pressure oil discharged from the pump 1 is introduced into the hydraulic clutch 11 and is delayed by the action of the throttle 16 while being delayed by the back pressure chamber 8 of the clutch hydraulic pressure setting valve 8.
2. At the same time, the back pressure chamber 22b of the on-off valve 22
Since the pressure in the pressure receiving chamber 22b is set so as not to exceed the urging force of the spring 22a until a predetermined time t1 has passed from the clutch engagement command t0, the on-off valve 22 is closed during this time. The position C continues and the silencer 21 does not function. Therefore, the hydraulic clutch 11 has a higher pressure than the clutch slip hydraulic pressure P1 by the noise reduction device 21.
The initial pressure P2 by the clutch hydraulic pressure setting valve 8 acts, and the engagement responsiveness of the hydraulic clutch 11 immediately after the switching of the direction switching valve 7 is improved, thereby making it easier to maneuver.

Thereafter, when a predetermined time t1 has elapsed from the clutch engagement command t0, the pressure in the back pressure chamber 22b becomes higher than the urging force of the spring 22a of the on-off valve 22, and FIG.
As shown in the figure, the on-off valve 22 is automatically switched to the oil flow passage position P. Therefore, the silencer 21 functions for the first time, and the pressure regulating valve 19 regulates the clutch engagement oil pressure to the clutch slip oil pressure P1, engages the hydraulic clutch 11 in a slip state, absorbs engine torque fluctuation, and reduces rattling noise. to erase.

When the engine speed increase command t3 is given, the discharge amount of the hydraulic pump 1 increases and the bypass circuit 18
Flow control valve 2 in the silencer 21
The oil flow difference between before and after the passage of the oil flow resistance applying position R of zero increases, and the pressure of the pilot hydraulic circuit 18a eventually exceeds the urging force of the spring 20a, and as shown in FIG. To automatically stop the function of the pressure regulating valve 19, and as a result, the above-mentioned normal working oil pressure P3 of the clutch oil pressure setting valve 8 acts on the hydraulic clutch 11 to be completely engaged.

The present invention is not limited to the above-described embodiment. In addition to hydraulically linking the on-off valve 22 and the direction switching valve 7, for example, the on-off valve 22 may be an electromagnetic solenoid switching type. A limit switch for detecting an operation of switching the direction switching valve 7 from the non-clutched position N to the clutch-engaged positions F and R in the electric circuit for driving the electromagnetic solenoid, and is activated by the on-operation of the limit switch. A timer circuit may be provided so that the electromagnetic solenoid is driven a predetermined time after switching to the clutch engagement positions F and R, and the on-off valve 22 is switched to the oil passage position P, so that the electromagnetically linked operation may be performed. ,
Various changes can be made.

[0024]

As described in detail above, the present invention gradually increases the pressure from the initial pressure P2 in the oil supply circuit between the hydraulic pump 1 and the directional control valve 7 for fitting the clutch.
A hydraulic pressure setting valve 8 for setting a normal working oil pressure P3 for the hydraulic pressure control valve 12 and a muffling device for setting a slip operating oil pressure P1 for the hydraulic clutch that operates only in a low engine speed region and is lower than the initial pressure of the clutch oil pressure setting valve. 2
1 is connected in parallel with a marine clutch hydraulic control device, an on-off valve 22 capable of stopping supply of hydraulic oil to the muffler is provided on the primary side of the muffler 21, and the on-off valve is replaced with the direction switching valve. On the other hand, when the direction switching valve is at the clutch non-engagement position N, the supply of the hydraulic oil to the muffling device is stopped, and the operation oil supply is started after a lapse of a predetermined time after switching to the clutch engagement positions F and R. Immediately after the direction switching valve 7 is switched to the clutch engagement positions F and R while the engine output is low, the on-off valve 2
2, the silencer 21 does not function and the hydraulic clutch 1
The initial pressure P2 by the clutch oil pressure setting valve 8 higher than the clutch slip oil pressure P1 by the silencer 21 can be applied to the hydraulic clutches 1 and 12.
The responsiveness of fitting is improved, and the ship is easily maneuvered.

Further, according to the present invention, the clutch hydraulic pressure setting valve 8 is received by a control piston 81 capable of moving forward to a position where the base end of a hydraulic pressure setting spring 80 is regulated. While the hydraulic pressure applied to the clutches 11 and 12 is configured to be applied via the throttle 16, the on-off valve 22 is set to a closed position C where the supply of the hydraulic oil to the muffler is stopped, and A two-position switching type pilot oil pressure operated type having a back pressure chamber 22a having an allowable oil passage position P is provided, and a hydraulic pressure acting behind the control piston 81 is branched into the back pressure chamber 22a. With such a configuration, the interlocking and linking of the on-off valve 22 and the direction switching valve as described above can be performed very easily using the hydraulic control device itself.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of a hydraulic control device in a marine deceleration reversing machine to which the present invention is applied when a clutch is not engaged.

FIG. 2 is a hydraulic circuit diagram immediately after a clutch engagement command.

FIG. 3 is a hydraulic circuit diagram at the time of a silencing operation.

FIG. 4 is a hydraulic circuit diagram when the clutch is fitted.

FIG. 5 is a graph showing a change in clutch engagement hydraulic pressure.

FIG. 6 is a graph showing a change in clutch engagement oil pressure with respect to the engine speed.

[Explanation of symbols]

 P1 Slip action oil pressure P2 Initial pressure P3 Normal action oil pressure 7 Direction change valve 8 Clutch oil pressure setting valve 21 Silencer 22 On-off valve 22a Back pressure chamber 22b Spring

Claims (2)

[Claims] An oil supply circuit between a hydraulic pump (1) and a direction switching valve (7) for engaging a clutch gradually increases the pressure from an initial pressure (P2) to a normal working oil pressure (P3) for the hydraulic clutches (11, 12).
And a slip action hydraulic pressure P for the hydraulic clutch, which operates only in a low engine speed region and is lower than the initial pressure of the clutch hydraulic setting valve.
1. A hydraulic control device for a marine clutch in which a silencer 21 for setting 1 is connected in parallel with an on-off valve 22 capable of stopping supply of hydraulic oil to the muffler on the primary side of the muffler 21; With respect to the directional control valve,
When the direction switching valve is at the clutch non-engagement position N, the supply of the hydraulic oil to the muffling device is stopped, and the clutch engagement position F,
A hydraulic control apparatus for a marine clutch, wherein the hydraulic control apparatus is operatively linked so that hydraulic oil supply is started after a predetermined time has elapsed after switching to R. 2. A control piston 81 capable of moving the clutch hydraulic pressure setting valve 8 forward to a position where the base end of a spring 80 for setting hydraulic pressure is restricted, and behind the control piston, hydraulic clutches 11, 12 While the hydraulic pressure applied to the muffler is configured to be applied via the throttle 16, the on-off valve 22 is closed at a closed position C where the supply of the hydraulic oil to the muffler is stopped, and an oil passage allowing the supply of the hydraulic oil is performed. A pilot pressure operated type having a two-position switching type back pressure chamber 22a having a position P and a back pressure chamber 2a.
The hydraulic control device for a marine clutch according to claim 1, wherein the hydraulic pressure acting behind the control piston 81 is branched and led to 2a.