JPH11166560A - Clutch switch method of marine multistage speed reduction reverser - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a shock at switching time by putting at least one hydraulic clutch in a slip state in switching hydraulic clutches, and switching them after an engine speed and a propeller rotating speed becomes a prescribed relationship. SOLUTION: A propeller shaft 9 rotates in the large speed reduction ratio to an engine speed by joining of a clutch 1 when switching to an advance high speed stage hydraulic clutch 2 from the advance low speed stage hydraulic clutch 1 at accelerating time. It is put in a half-clutched state by increasing oil pressure of the clutch 2 by turning on an hydraulic control valve 8 from a controller 19 when reaching a switching preset rotating speed by increasing the engine speed from this state. Next, switching is finished by completely joining the clutch 2 by completely separating the clutch 1 by turning off a control valve 7 and turning on the control valve 8 when the relationship between the engine speed and a propeller rotating speed almost coincides with the small speed reduction ratio of the clutch 2 by comparing the engine speed and the propeller rotating speed by alternately turning on/off the hydraulic control valve 7 and the control valve 8 for a constant period.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shock when a clutch is switched in a multi-stage speed reduction reversing machine for a marine vessel, such as a fishing boat, having a plurality of hydraulic clutches having the same driving direction (for example, in the forward direction). The present invention relates to a method for switching a hydraulic clutch for reducing the pressure.

[0002]

2. Description of the Related Art For example, a marine vessel having a plurality of stages of hydraulic clutches having the same driving direction, such as a two-stage hydraulic clutch having a different reduction ratio for forward movement and a single hydraulic clutch for reverse movement is provided. The multi-stage reduction reversing machine is disclosed in, for example,
No. 963, and the like. Among these, when switching between hydraulic clutches having the same driving direction to switch the reduction ratio, conventionally, a separation operation of one hydraulic clutch (pressure oil releasing operation) and a joining operation of another hydraulic clutch (pressure operation). Oil filling operation) was performed at the same time.

[0003] Conventionally, low speed cruising (trolling)
Trolling valve (slow-speed navigation hydraulic control valve) to maintain the hydraulic clutch in the half-clutch state, and to avoid abrupt switching of navigation direction during forward / reverse switching operation. , With a loose fitting valve,
A configuration is known in which the pressure oil is gradually charged into the hydraulic clutch after the switching.

[0004]

In the above-described hydraulic clutch switching operation, the propeller rotation speed before switching is not necessarily rotating at the set rotation speed of the hydraulic clutch after switching.
The speed of the propeller changes rapidly with the switching, and a fitting shock occurs at the time of the switching. Each of the trolling valve and the loosely-fitting valve described above brings the hydraulic clutch into a half-clutch state. However, the trolling valve and the loose-fitting valve are not provided corresponding to the switching operation of the hydraulic clutch, and the switching shock accompanying the hydraulic clutch is not provided. It is not intended to reduce

[0005]

SUMMARY OF THE INVENTION The present invention employs the following clutch switching method in order to solve the above-mentioned problems in a marine multi-stage reduction reversing machine. First of all, in a marine multi-stage reduction reversing machine having a plurality of hydraulic clutches having the same driving direction and a different reduction ratio, at the time of switching from one hydraulic clutch of the plurality of hydraulic clutches to another hydraulic clutch, at least The one hydraulic clutch is set to a slip state, and the hydraulic clutch is switched after the relationship between the engine speed and the propeller speed substantially matches the reduction ratio of the other hydraulic clutch.

Second, in the clutch switching method described in the first aspect, the operation of bringing the hydraulic clutch into the slip state at the time of the hydraulic clutch switching is performed by repeatedly opening and closing the hydraulic control valve of the hydraulic clutch. .

Third, in the clutch switching method described in the first or second aspect, an automatic selection mode in which the hydraulic clutch is automatically switched according to the engine operating condition, and an automatic selection mode in which the hydraulic clutch is manually arbitrarily selected It can be set to a manual selection mode that can be performed, and if the engine speed rises and exceeds a certain value,
Maintain the selection mode and the hydraulic clutch that have been set before exceeding.

Fourthly, in the clutch switching method described in the first, second, or third, the multi-stage deceleration reversing machine for a marine vessel is provided with a hydraulic clutch having a driving direction different from that of the multi-stage hydraulic clutch. The switching operation between hydraulic clutches having different driving directions is performed by a mechanical mechanism, and the switching operation between a plurality of stages of hydraulic clutches having the same driving direction is performed by an electronic mechanism.

[0009]

Embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a hydraulic circuit diagram of a multi-stage deceleration reversing machine for a marine vessel to which the hydraulic clutch switching method of the present invention is applied, FIG. 2 is a time chart of hydraulic oil related to clutch switching during forward acceleration, and FIG. 3 is a flowchart for clutch switching during forward acceleration. Fig. 4 is a time chart of hydraulic fluid relating to clutch switching during forward deceleration, Fig. 5 is a flowchart for clutch switching during forward deceleration, and Fig. 6 is a single proportional solenoid valve for switching a forward two-stage hydraulic clutch. Hydraulic circuit diagram of marine multi-stage reduction reversing machine,
FIG. 7 is a diagram showing a state of ON / OFF switching of the speed ratio switching hydraulic control valve 20 at the time of clutch switching in the hydraulic circuit shown in FIG. 6, and FIG. 8 is a lubricating oil circuit of the hydraulic circuit shown in FIG. 1 or FIG. 9 is a partial hydraulic circuit diagram when the temperature control valve 21 is interposed, FIG. 9 is a time chart of the hydraulic clutch torque Tr showing the effect of the provision of the temperature control valve, and FIG. FIG. 11 is a block diagram showing that an adjustment dial 22 is provided, FIG. 11 is a block diagram showing that a switch for setting a speed ratio selection mode is provided as input means of the controller 19, and FIG. a diagram showing a relationship between the engine rotational speed N _E and propeller speed N _P based, a switch for setting 11 shown in Figure of setting the control set rotational speed Ns regarding speed ratio selection mode is there.

First, a hydraulic circuit diagram of a marine multi-stage reduction / reversing machine according to the present invention will be described. The hydraulic clutch of this embodiment has a forward low speed hydraulic clutch 1 with a large reduction ratio (i ₁ ) and a forward high speed hydraulic clutch 2 with a small reduction ratio (i ₂ ) for forward use (i). ₁ > i ₂ ), and has a single reverse hydraulic clutch 3 for reverse. Hydraulic pump 4
The hydraulic oil for hydraulic clutch discharged from the hydraulic clutch can be supplied to each of the hydraulic clutches 1, 2, and 3 mainly through the hydraulic control valve 5 for low-speed navigation and the forward / backward switching operation valve 6. Between the operation valve 6 and each of the hydraulic clutches 1 and 2, a forward low-speed stage hydraulic control valve 7 and a high-speed forward stage hydraulic control valve 8, which are proportional solenoid valves, are interposed respectively. With the valve 6 set to the forward position, the operation of the hydraulic clutch 1 for the forward low-speed gear is operated by operating the hydraulic control valve 7 for the forward low-speed gear, and the forward high-speed operation is performed by operating the hydraulic control valve 8 for the forward high-speed gear. This is for performing the operation of connecting and disconnecting the step hydraulic clutch 2.

Each of the clutch gears of the hydraulic clutches 1, 2, and 3 is meshed with a gear on an output shaft connected to the propeller shaft 9, and the number of rotations of the propeller shaft 9 has entered a set range of low-speed maintenance rotation. In this case, the hydraulic control valve 11 adjusts the back pressure applied to the hydraulic control valve 5 for slow-speed navigation to reduce the amount of oil supplied to the forward / reverse switching operation valve 6 and to connect the hydraulic clutches 1.2 Alternatively, the hydraulic oil supply to the engine 3 is reduced, the hydraulic clutch is brought into a half clutch state, and low speed cruising is maintained.
The low-speed navigation hydraulic control valve 5 can be manually operated so that the low-speed maintenance control can be released.

When the forward / reverse switching operation valve 6 is set to neutral,
A low-pressure hydraulic oil for braking is supplied to the piston at the shaft end of the governor mechanism 10 from a position between the hydraulic pump 4 and the hydraulic control valve 5 for low-speed navigation via a braking valve 12 to brake the propeller shaft 9.

Further, lubricating oil is supplied to each of the hydraulic clutches 1, 2, and 3 from a main hydraulic oil section between the hydraulic pump 4 and the hydraulic control valve 5 for low-speed navigation (downstream of the branch circuit to the braking valve 12). Circuit (lubricating oil circuit) for lubricating oil pressure adjustment valve 15
Is connected to the drain tank 16. A clutch hydraulic pressure adjusting valve 13 is interposed at the introduction portion of the lubricating oil circuit, and the hydraulic pressure sent from the hydraulic pump 4 to the hydraulic control valve 5 for low-speed navigation is maintained at a predetermined pressure.

The clutch hydraulic pressure adjusting valve 13 has a loose fitting valve 1
At the time of forward / reverse switching operation by the forward / reverse switching operation valve 6, when the neutral setting is performed, pressure oil is drained from the loose fitting valve 13 a and the clutch hydraulic pressure adjusting valve 13 a is provided.
Is fully opened to restrict the main flow of hydraulic oil to the hydraulic control valve 5 for slow-speed navigation, and by the subsequent forward or reverse setting, pressure oil is gradually supplied to the loose fitting valve 13a, and the clutch hydraulic pressure adjusting valve 13 Is gradually narrowed, and the main flow of hydraulic oil to the hydraulic control valve 5 for slow-speed navigation gradually reaches a predetermined hydraulic pressure. Until the specified hydraulic pressure is reached, the hydraulic clutch 1
2 or 3 is in a half clutch state.

In the lubricating oil circuit, an oil cooler 14 for cooling the lubricating oil is interposed between the clutch oil pressure adjusting valve 13 and the lubricating oil pressure adjusting valve 15 so that the clutch oil pressure adjusting valve 13 is Hydraulic clutch 1 ・ 2 ・ 3 which passed
Although the lubricating oil in the direction is cooled, a temperature control valve 21 as shown in FIG. 8 may be interposed between the clutch hydraulic pressure adjustment valve 13 and the oil cooler 14. When the oil temperature t is higher than the set temperature t ₀ (t> t ₀ ), the temperature control valve 21 sends oil to the oil cooler 14 to cool the oil temperature, but the oil temperature is lower than the set temperature t ₀ ( In the case of t <t ₀ ), the oil is sent to the downstream side of the oil cooler 14 beyond the oil cooler 14 (that is, without cooling).

This prevents the lubricating oil for the hydraulic clutches 1, 2, 3 from becoming extremely low in temperature. Since the low-temperature lubricating oil has a high viscosity, the hydraulic clutches 1, 2, and 2.
There is a possibility that a drag torque of 3 will be generated and the propeller shaft 9 will be rotated. This will be described with reference to FIG. Output shaft at the time of engagement of the hydraulic clutch 1, 2, 3 (propeller shaft) torque Tr and Tr _1, Tr _2, Tr _3, respectively, in FIG. Assuming that the resistance torque of the lubricating oil supply stun tube of the hydraulic clutch is Tr ₀ , when the temperature of the lubricating oil is low and the viscosity is high at neutral, any of the hydraulic clutches 1, 2, and 3
When an output shaft torque Tr ₁ ″, Tr ₂ ″, Tr ₃ ″ higher than the stun tube resistance torque Tr ₀ is generated, the propeller shaft 9 rotates together.

If this co-rotation occurs when the forward / reverse switching valve 6 is set to the neutral position, the rope may be inadvertently entangled in the propeller, or the cruising speed may be reduced by the cruising speed control trolling valve 5 (trolling). If this entrainment occurs at times, the ship may sail faster than the set speed. Therefore, by disposing the temperature control valve 21, as shown in FIG. 9, in a state in which all of the hydraulic clutches 1, 2, and 3 are in a neutral state, each output shaft torque Tr ₁ ′, Tr ₂ ′, Tr
₃ ′ is made smaller than the stun tube resistance torque Tr ₀ , so that no drag torque is generated due to the effect of the low-temperature lubricating oil. The propeller shaft 9 does not rotate with the control valve 5 at the time of trawl at a low speed.

Further, the engine 17 is provided with an engine speed sensor 18, and the propeller shaft 9 is provided with a propeller shaft speed sensor 10. The detection signal of the engine speed sensor 18 and the propeller shaft speed are provided. A detection signal from the number sensor 10 or various detection signals such as a hydraulic sensor at each location is input to a controller 19, and the controller 19 sends the hydraulic control valve 7 for the forward low speed stage and the forward high speed stage of the proportional solenoid valve. An output control signal is output to the hydraulic control valve 8.

Assuming the above hydraulic circuit configuration,
The hydraulic clutch switching method of the present invention will be described. In the present embodiment, the switching between the forward low speed hydraulic clutch 1 and the forward high speed hydraulic clutch 2 is indicated. First, the sequence of hydraulic control from the hydraulic clutch for low-speed forward 1 to the hydraulic clutch for high-speed forward 2 during acceleration will be described with reference to FIGS. 2 and 3. In FIG. 2 and FIG. 4 described later, T on the horizontal axis represents elapsed time, and P represents the operating oil pressure of each of the hydraulic clutches 1 and 2. First, at the time of low-speed cruising, the working oil pressure P ₁ of the low-speed forward gear hydraulic clutch 1 in the bonded state earlier, have been operating oil filled in a joint set hydraulic P _01, low-speed forward gear of the proportional solenoid valve use hydraulic control valve 7 is in the ON state, whereas, the forward-speed-stage hydraulic clutch 2, hydraulic pressure P ₂ is 0
In the separated state, the hydraulic control valve 8 for the forward high-speed stage of the proportional solenoid valve
Is in the OFF state. In this case, the bonding of the low-speed forward gear hydraulic clutch 1, the propeller shaft 9 is rotated at high reduction ratios i ₁ with respect to the engine speed N _E. That is, N _E = N _P
× i ₁ (101).

From this state, the engine speed _NE is increased,
The T ₁₁ (102) when the engine rotational speed N _E has reached the switch setting rotational speed N _2, firstly, the hydraulic clutch 1 for low-speed forward gear
Prior to the separation, the hydraulic control valve 8 for the forward high-speed stage is turned on by an output signal from the controller 19 (10).
3), the hydraulic fluid for the high speed forward gear 2 is started to be filled with hydraulic oil for clutch engagement, and the hydraulic pressure P ₂ of the hydraulic clutch 2 for the high speed forward gear is changed to the half-clutch setting hydraulic pressure,
₀₂ constant multiple of the _{(P 02 × k, 0 <} k <1) launched to,
Leave in the half-clutch state. While the operating oil pressure P ₂ of the forward high speed hydraulic clutch 2 is raised to the half clutch set oil pressure P ₀₂ × k, the propeller shaft 9 is still in a large reduction ratio i _{1 of the} engaged forward low speed hydraulic clutch _1. Spinning at. As described above, the forward high-speed stage hydraulic clutch 2 is brought into a half-clutch state prior to the clutch slip of the forward low-speed stage hydraulic clutch 1 described later in connection with the clutch switching. At the same time as the slip, the power can be immediately transmitted to the propeller shaft 9 by the forward high speed hydraulic clutch 2 in the half-clutch state, so that the rotation of the propeller shaft 9 rises quickly,
Smooth acceleration can be performed.

The operating oil pressure P of the hydraulic clutch 2 for the forward high speed stage
To T ₁₂ when _{the 2} that has been detected has reached the half-clutch setting pressure P ₀₂ × k (104), a certain period emitting an output signal from the controller 19, the low-speed forward gear hydraulic control valve 7 OF
F and turns on the forward low speed hydraulic control valve 8 (10
5), the working oil pressure P ₁ of the low-speed forward gear hydraulic clutch 1 delta
Only P ₁ under reduced pressure (if P ₁ = P ₁ -ΔP ₁ This _{is, P 1 = P 01 -ΔP 1} ) at the same time, pressurizes the hydraulic pressure P ₂ of the forward-speed-stage hydraulic clutch 2 by [Delta] P ₂ ( P ₂
= P ₂ + ΔP _{2 In} this case, P ₂ = P ₀₂ × k + Δ
P ₂₎ (106). That is, in addition to the forward high speed hydraulic clutch 2 already in the half-clutch state, the forward low speed hydraulic clutch 1 is slipped. As a result, the propeller shaft 9 can rotate a little more freely with respect to the drive shaft of the forward low speed hydraulic clutch 1 in the slightly slipped state, whereas the propeller shaft 9 has a smaller power than the forward high speed hydraulic clutch 2 in the half clutch state. in response to transmitting the rotation is increased, the reduction ratio becomes smaller than i _1.

As described above, the hydraulic control valve 7 for the forward low speed stage is turned off and the hydraulic control valve 8 for the forward high speed stage is turned on for a certain period of time to reduce the operating hydraulic pressure P ₁ by ΔP ₁ , _{When 2} is pressurized by ΔP ₂ , the forward low speed hydraulic control valve 7 is turned on and the forward high speed hydraulic control valve 8 is turned off (107), and each of the engine speed sensor 17 and the propeller shaft speed sensor 10 is detected. from the signal, comparing and the propeller speed N _P engine speed N _E. The forward low speed hydraulic control valve 7 is turned on and the forward high speed hydraulic control valve 8 is turned off.
F, the operating oil pressures P ₁ and P of the respective hydraulic clutches 1 and 2
Although ₂ returns slightly source, the detected processing relationship (reduction ratio) between the engine speed N _E and propeller speed N _P is assumed to be performed instantly, [Delta] P in consideration of a slight return pressure ₁
・ Assume that ΔP ₂ has been set.

[0023] In this detection time T _13, the engine speed N _E
If the relationship between propeller speed N _P is still greater than the small reduction gear ratio i ₂ of the forward-speed-stage hydraulic clutch 2 (N _P × i
_{In 1} > N _E > N _P × i ₂ ) (108), the hydraulic control valve 7 for the forward low-speed stage and the hydraulic control valve 8 for the high-speed forward stage are turned on again for a certain period of time (105), and the operation is started. The pressure reduction of the hydraulic pressure P ₁ by ΔP ₁ (P ₁ = P ₁ −ΔP ₁ ) and the operating hydraulic pressure P
₂ of [Delta] P ₂ minutes of pressure _{(P 2 = P 2 + ΔP} 2) was carried out (1
06-107), while increasing the degree of slip of the forward low speed hydraulic clutch 1 and reducing the degree of slip of the forward high speed hydraulic clutch 2 to the propeller shaft 9 from the forward high speed hydraulic clutch 2 Increase the degree of power transmission. Thus, propeller speed N _P is further increased, the reduction ratio is reduced. And still detects the engine speed N _E and propeller speed N _P, when the reduction ratio is not reduced to a small speed reduction ratio i ₂ is the operation of the (108), further (105～106～107) repeat. In addition,
In FIG. 3, this operation (that is, P ₁ = P ₁ −ΔP ₁ , P ₂
= P ₂ + ΔP ₂ (operation of the hydraulic control valves 7 and 8) is repeated twice, but of course the number of repetitions is not limited.

[0024] Eventually, the T ₁₄ when that relationship between the engine rotational speed N _E and propeller speed N _P is substantially equal to the small reduction ratio i ₂ is detected (109), a hydraulic control valve for low-speed forward gear 7 Is turned off, and the hydraulic control valve 8 for the forward high speed is turned on (11
0), the working oil pressure P ₁ 0, the hydraulic pressure P ₂ in the joint set pressure P ₀₂ (111), low-speed forward gear hydraulic clutch 1 is completely separated for, fully bonding the forward high gear hydraulic clutch 2 Then, the switching of the hydraulic clutch at the time of acceleration is ended (T ₁₅ ). Thus, the drive is made of a propeller shaft 9 of the forward high-speed small reduction ratio by bonding stage hydraulic clutch ₂ i 2 (112).

Next, the hydraulic control sequence for switching from the high-speed forward hydraulic clutch 2 to the low-speed forward hydraulic clutch 1 during pressure reduction will be described with reference to FIGS. First, during the initial high-speed navigation, hydraulic pressure P ₂ of the forward-speed-stage hydraulic clutch 2 in a joined state earlier are operating oil filling a joint set hydraulic P _02, the forward low speed proportional solenoid valve The stage hydraulic control valve 8 is in the ON state, while the forward low speed hydraulic clutch 1 is in the separated state where the operating oil pressure P ₁ is 0, and the forward low speed hydraulic control valve 7 of the proportional solenoid valve is OFF.
State. The engine speed N _E and the propeller speed N
The relationship with _P is N _E = N _P × i ₂ (20
1).

From this state, the engine speed _NE is lowered,
The T ₂₁ (202) when the engine speed N _E is detected to have fallen to the switch setting rotational speed N _1, the output signal from the controller 19, the forward high speed stage hydraulic control valve in a predetermined period 8 OFF the (203), the hydraulic pressure P ₂ of the forward-speed-stage hydraulic clutch 2 under reduced pressure by _{ΔP 2 (P 2 = P 02} -ΔP 2), the forward high gear hydraulic clutch 2 to the clutch slip (204) . This allows
The power transmission force to the propeller shaft 9 is weakened, and the propeller shaft 9
Is attenuated, and the reduction ratio becomes larger than i ₂ .

When the OFF setting period of the forward high-speed stage hydraulic control valve 8 has elapsed, the forward high-speed stage hydraulic control valve 8 is turned on (205), and the detection signals from the engine speed sensor 17 and the propeller speed sensor 10 are used. and it compares the engine speed N _E and propeller speed N _P. Incidentally, the ON of the forward high gear stage hydraulic control valve 8, hydraulic pressure P ₂ of the forward-speed-stage hydraulic clutch 2 is back slightly source detected engine speed N _E and propeller speed N _P and the The calculation process of the relationship is performed in an instant, and ΔP ₂
Is set.

[0028] The detection time T _22, when the relationship between the engine speed N _E and propeller speed N _P is still less than the small reduction ratio i ₁ of the low-speed forward gear hydraulic clutch 1 (N _P × i ₂ < N
_E <The _{N P × i 1) (206} ), again, perform the OFF operation of the forward-speed-stage hydraulic control valve 8 for a certain period of time (20
3), the operating oil pressure P ₂ is reduced by ΔP ₂ (P ₂ = P ₂ −Δ)
P ₂₎ was carried out (204-205), to increase the degree of slip forward speed-stage hydraulic clutch 2, thereby reducing the degree of power transmission from the forward high gear hydraulic clutch 2 to propeller shaft 9. This further decreases the propeller speed N _P, the reduction ratio is increased. And the engine speed N
_{If E} and the propeller rotation speed N _P are detected and the reduction ratio has not yet increased to the large reduction ratio i ₁ (T ₂₃ ), (20)
6) Further, the operations of (203-204-205) are repeated. In FIG. 4, this operation (that is, P ₂ = P ₂ −Δ
Although how the repeated high-speed forward operating stage hydraulic control valve 8) three times to P ₂ is shown, of course, the number of repetitions of this operation is not limited.

Eventually, when it is detected that the relationship between the engine speed N _E and the propeller speed N _P substantially coincides with the large reduction ratio i ₁ , T ₂₄ (207), the hydraulic control valve 7 for the forward low-speed gear is turned off. O
N Then OFF the forward high gear stage hydraulic control valve 8 at the same time (208), the hydraulic pressure P ₂ 0, and the working oil pressure P ₁ to the joint set pressure P ₀₁ (209), the complete forward speed-stage hydraulic clutch 2 spaced, fully bonding the hydraulic clutch 1 for low-speed forward gear is to end the switching of the deceleration of the hydraulic clutch (T _25). Thus, the forward low speed hydraulic clutch 1
The drive of the propeller shaft 9 of the large speed reduction ratio i ₁ is made by bonding (210).

In the clutch switching control as described above,
The set switching speed N ₁ during deceleration and the set switching speed N ₂ during acceleration may be variable. For example, as shown in FIG. 10, a switch setting rotational speed adjusting dial 22 is provided so that the switch setting rotational speeds N ₁ and N ₂ can be arbitrarily selected.
The switch setting rotation speeds N ₁ and N ₂ set in the above are stored. Vessels have different attitudes at the time of acceleration / deceleration depending on the shape and the state of the cargo. By adjusting the switching set rotation speeds N ₁ and N ₂ according to the state of the boat, the switching state between the hydraulic clutches 1 and 2 can be optimized with respect to the acceleration / deceleration time and the switching shock. For example, when the boat is of a planing type such as a high-speed boat, the switching set rotation speeds N ₁ and N ₂ are low (in the case of the switching set rotation speed adjustment dial 22 in FIG. 10, the rotation is to the left) and the standard type. The boats are set to medium (same in the center position), and for drainage vessels such as ferryboats and ferryboats, they are set high (swift to the right).

Next, the clutch switching between the forward low-speed stage hydraulic clutch 1 and the forward high-speed stage hydraulic clutch 2 in the marine multi-stage reduction / reversing machine having the hydraulic circuit shown in FIG. 6 will be described. In the embodiment shown in FIG. 6, instead of the forward low speed hydraulic control valve 7 and the forward high speed hydraulic control valve 8 provided independently for each of the hydraulic clutches 1 and 2 in the case of FIG. A single speed ratio switching hydraulic control valve 20 which is a proportional solenoid valve
Is provided. The speed ratio switching hydraulic control valve 20 is switched by an ON / OFF output signal from the controller 19, fills and joins the forward low speed hydraulic clutch 1 with hydraulic oil in the ON state, and also controls the forward high speed hydraulic pressure. Clutch 2
In the OFF state, the hydraulic clutch for forward high speed gear 2 is filled with hydraulic oil and joined, and the hydraulic oil is separated from the hydraulic clutch for forward low speed gear 1 in the OFF state. .

The use of the speed ratio switching hydraulic control valve 20 makes it possible to reduce the number of parts and reduce cost as compared with the case where two proportional solenoid valves of the conventional hydraulic control valves 7 and 8 are used. When the clutch is switched, the hydraulic control valve 2 for switching the speed ratio is used.
Switching between the forward low speed hydraulic clutch 1 and the forward high speed hydraulic clutch 2 can be performed simply by turning ON or OFF 0, so that the structure can be simplified. However, once ON OF
When the clutch is switched by the F switching, the speed ratio fluctuates suddenly and a shock occurs. Therefore, in order to avoid this shock, ON / OFF is repeated at a high speed at the time of switching and gradually turned ON.
The switching from the state to the OFF state or from the OFF state to the ON state is performed. FIG. 7 shows a state in which the speed ratio switching hydraulic control valve 20 is switched from the OFF state to the ON state when switching from the forward high speed hydraulic clutch 2 to the forward low speed hydraulic clutch 1 during deceleration. I have.

The operation of repeating the ON / OFF switching of the speed ratio switching hydraulic control valve 20 at a high speed when the clutch is switched corresponds to the forward movement during acceleration shown in FIGS. 2 and 3 in the embodiment of the hydraulic circuit shown in FIG. When the clutch is switched from the low speed hydraulic clutch 1 to the forward high speed hydraulic clutch 2, the operating oil pressure P ₁ of the forward low speed hydraulic control valve 7 is changed to ΔP ₁
This has the same effect as the operation of increasing and decreasing the operating oil pressure of both hydraulic clutches 1 and 2 by decreasing the operating oil pressure at the same time as increasing the operating oil pressure P ₂ of the forward high speed hydraulic control valve 8 by ΔP _{2 at the same} time.

Next, an embodiment in which the selection of the forward low-speed stage hydraulic clutch 1 and the forward high-speed stage hydraulic clutch 2 can be set to an automatic selection mode or a manual selection mode at the time of forward setting is shown in FIGS. 12 will be described. The hydraulic circuit applied in this embodiment may be that of FIG. 1 or that of FIG. As shown in FIG. 11, an automatic selection mode setting switch 24, and a large reduction ratio setting switch 25a (for engaging the forward low speed hydraulic clutch 1) and a small reduction ratio setting switch 25b as a manual selection mode setting switch. The speed ratio selection mode setting panel 23 having the high-speed stage hydraulic clutch 2 is connected), and ON / OFF of a switch is input to the controller 19.

[0035] (when ON the automatic selection mode switch 24) If you have set the automatic selection mode, when the forward setting, the range of engine speed N _E is higher than the idle rotational speed Ni to standard rotation speed Nk in, the detection of the load or the like of the engine speed N _E and propeller speed N _P and propeller shaft 9, depending on the operating conditions, the optimum hydraulic clutches is selected from among the hydraulic clutches 1 and 2 (e.g., Fig. during 2 to acceleration and deceleration in FIG. 5, switch setting rotational speed during acceleration N ₂
In, switching automatically clutch switch setting rotational speed N ₁ at the time of deceleration is made. When the clutch is switched, the switching is performed without shock by controlling the hydraulic control valves 7, 8, or 20 of the proportional solenoid valve described with reference to FIG. 2 to FIG. 5 or FIG. .

On the other hand, when the manual selection mode is set, the selection between the hydraulic clutches 1 and 2 at the time of setting the forward movement can be arbitrarily performed (by setting either the small reduction ratio setting switch 25a or the large reduction ratio setting switch 25b). to oN.) manner and, in this case, the timing for switching the hydraulic clutch 1 · 2 itself rider determines based on the detection of the load or the like of the engine speed N _E and the propeller shaft 9. Even when this manual selection mode is set, when switching the clutch,
Hydraulic control involving clutch slip as shown in FIGS. 2 to 5 and FIG. 7 is performed, so that clutch switching with less shock can be performed.

[0037] Here, as seen in FIG. 12, the deceleration of the hydraulic clutches 1 and 2 for a fixed engine speed N _E i
The magnitude of the difference between the propeller speeds N _P due to ₁ · i ₂ is proportional to the engine speed N _E at that time. (The propeller rotation speed N _P due to the engagement of the hydraulic clutch 1 for the forward low speed is N _E / i
_{1. The} propeller rotation speed N _P due to the engagement of the forward high speed hydraulic clutch 2 is represented by N _E / i ₂ . ) That is, the difference between the propeller speed N _P of between the engine rotational speed N as _E greater Both hydraulic clutches 1 and 2 increases. Therefore, in the manual selection mode in marine multi-stage reduction reversed to which the clutch switching without conventional clutch slip, upon switching of the clutch, for the purpose of avoiding shock due to large variations in propeller speed N _P, propeller Number N
To close the gap _P, it had once necessary to reduce considerably lower engine speed N _E. In this regard, in the marine multistage reverse and reduction gear clutch switching capable present invention with the clutch slip, even while somewhat higher engine speed N _E, the switching propeller speed of換中N _P variation Slowly Because it is done, shock can be avoided. Therefore, there is no problem even if the clutch is switched arbitrarily in the manual selection mode in a state where the engine speed _NE is high to some extent.

This is very advantageous in a marine multi-stage reduction reversing machine. Regarding the clutch switching in acceleration / deceleration, if the automatic selection mode is selected, the optimal clutch selection is performed and the acceleration / deceleration is optimally performed without setting the manual selection mode. depending on a variety of fishing with load, it becomes different and desired engine speed N _E and propeller speed N _P. For example, a considerably large engine speed N _E (that is, the set switching speed N during acceleration)
_{At an} engine speed N _E greater than ₂ , a low propeller speed N _P (ie, a large reduction ratio i ₁ ) may be desired. In this case, the engine speed N
_{Even when E} is high, the clutch 2 can be immediately switched from the forward high speed clutch 2 to the forward low speed clutch 1 without any shock (the large reduction ratio setting switch 25a may be turned on). If the automatic selection mode is maintained, a considerably large engine speed N suitable for a certain fishing operation
_{In E} , even if it is desired to obtain a large reduction ratio i ₁ , since the forward high speed hydraulic clutch 2 is fixed in the engaged state, the engine speed _NE must be reduced, and the automatic selection mode is not selected. the timing of the clutch switching, since the direction of switching and setting the rotational speed N ₁ at the time of deceleration becomes lower hysteresis shape than switching setting rotational speed N ₂ during acceleration, when not drop much lower engine speed N _E Switching from the forward high speed hydraulic clutch 2 to the forward low speed hydraulic clutch 1 is not possible. That is, compared to the manual selection mode, the clutch cannot be switched immediately.

As described above, the high engine speed N _{E is provided} by the clutch switching structure involving clutch slip as in the present invention.
Although it is possible to switch the clutch while maintaining, but when the clutch switching because in terms involve variations in propeller speed N _P changes are not, the hydraulic clutch 1,
If the engine speed N _E is so high that the difference between the two propeller speeds N _P becomes very large, a shock occurs when the clutch is switched. In manual selection mode, an amount corresponding to the engine speed N _E can clutch switchable somewhat high, possibility of performing clutch switchable carelessly very high engine speed N _E is higher. In the manual selection mode, the clutch is not switched (ie, the large reduction ratio setting switch 25a is turned on, the forward low speed hydraulic clutch 1 is engaged, and the forward high speed hydraulic clutch 2 is separated). accelerating left) state, if the engine speed N _E is switched to the automatic operation setting from well beyond the switch setting rotational speed N ₂ for during acceleration of the, engine speed N _E at that state Upon detection, a control command for switching to the forward high speed hydraulic clutch 2 is issued from the controller 19 simultaneously with the switching of the setting mode from manual operation to automatic operation,
The clutch switches unexpectedly. In this case, the shock is further increased because the clutch is not intended to be switched.

[0040] Therefore, as shown in FIG. 12, the engine speed N _E that Doing clutch changeover is defective occurs possibility as above and mode switching換限field set rotation speed N _S in higher than this state, the mode when the switching換限field set rotation speed N _S above the engine speed N _E rises, was to maintain the selected mode that was set before exceeding the mode switching換限field set rotation speed N _S. Thus, while the engine speed N _E in a state where forward joined low-gear hydraulic clutch 1 (state where a large reduction ratio and ON the setting switch 25a) exceeds the mode switching換限field set rotation speed N _S manual selection mode In this case, even if the user tries to switch to the automatic selection mode (ie,
Even if the automatic selection mode setting switch 24 is pressed, the clutch is not switched, and the unintended switching of the clutch accompanying the switching of the selection mode is avoided.

[0041] Further, when the mode switching換限field set rotation speed N _S above the engine speed N _E rises, maintains a hydraulic clutch which has been set before exceeding the mode switching換限field set rotation speed N _S I did it. Thus, if you set the manual selection mode, (i.e., set high reduction ratio as the engine speed N _E tries to switching between the hydraulic clutch 1, 2 from exceeding the mode switching換限field set rotation speed N _S Switch 25
Pressing a or small reduction ratio setting switch 25b), hydraulic clutch unchanged outright is maintained at present, it is possible to avoid the very the accompanying clutch switching at high engine speed N _E defect.

As described above, the clutch switching between the forward low speed hydraulic clutch 1 and the forward high speed hydraulic clutch 2 is performed by the forward low speed hydraulic control valve 7 of the proportional solenoid valve from the controller 19. ON of pilot voltage sent to high-speed stage hydraulic control valve 8 or speed ratio switching hydraulic control valve 20
It is based on the OFF switching, that is, the electronic control type. That is, the switching of the reduction ratio during forward movement is performed by an electronic control mechanism using a battery mounted on the boat as a power source. Therefore, if the battery fails during navigation, the reduction ratio cannot be controlled. However, even in this case, navigation is possible as long as the engine does not fail. Then, depending on the direction of the ship, it may be necessary to rescue the ship and call at an emergency port. In this case, it is possible to switch from the forward setting to the neutral setting and to the reverse setting irrespective of the failure of the battery, that is, to switch between the forward hydraulic clutches 1 and 2 and the reverse hydraulic clutch 3. As can be seen from the hydraulic circuit diagram shown in FIG. 1 or FIG. 6, the switching mechanism of the forward / reverse switching operation valve 6 is of a mechanical type so that the clutch can be switched, and can be manually operated.

[0043]

The present invention has the following effects by using the above-described clutch switching method for a marine multi-stage speed reduction / reversing machine. First, by adopting the clutch switching method as set forth in claim 1, when switching from one hydraulic clutch having a different reduction ratio to another hydraulic clutch, at least the one hydraulic clutch before switching is brought into a slip state, so that the propeller rotation is performed. The number of rotations can be gradually approached from the rotation speed of the one hydraulic clutch by the reduction ratio to the rotation speed of the other hydraulic clutch by the reduction ratio in the clutch slip state, and thus, at once. Shock caused by fluctuation of the reduction ratio is avoided, and a multistage reduction reversing machine for marine vessels having high livability and durability can be provided.

Further, in addition to the above-described clutch switching method, by adopting the switching method according to the second aspect, the rotational speed fluctuation at the time of switching from the one hydraulic clutch to the other hydraulic clutch can be more finely and stepwise. Therefore, since the speed gradually approaches the speed reduction ratio of the other hydraulic clutch, shock can be further avoided, and a multistage speed reduction reversing machine for marine vessels with higher livability and durability can be provided.

Further, in the clutch switching method according to the first or second aspect, the clutch switching method according to the third aspect enables the automatic selection mode and the manual selection mode within the range of the engine speed up to a certain value. In this engine speed range, if the automatic selection mode is set, the hydraulic clutch with a small reduction ratio is selected uniformly at a high engine speed. For example, when it is desired to obtain a large reduction ratio by number, it is possible to switch to the manual selection mode and select a hydraulic clutch having a large reduction ratio.

In the case where the manual selection mode is set in the engine speed range, for example, when the hydraulic clutch is switched from the small reduction ratio to the large reduction ratio, the set rotation speed has a hysteresis (particularly, a small rotation speed). The set number of revolutions at the time of switching from the reduction ratio to the large reduction ratio is set low.) Compared to the case of the automatic selection mode, it is possible to switch immediately while maintaining the engine speed at that time. Conventionally, when manually switching the hydraulic clutch, the engine speed and the difference in the propeller speed between the two hydraulic clutches are proportional. , It was necessary to reduce the difference in the propeller rotation speed. However, at the time of this switching, the engine rotation speed was increased to some extent by adopting the switching method according to claim 1 or 2, that is, Even if the difference in propeller speed between the two hydraulic clutches is large to some extent, the shock at the time of switching between the two hydraulic clutches is small, so that the engine speed in a certain high speed range in the engine speed range is reduced. The hydraulic clutch can be switched immediately while holding it without dropping. Therefore, it is possible to provide a marine multi-stage reduction reversing machine excellent in operability. Of course, at the time of switching the hydraulic clutch, the effect described in claim 1 or 2 can be obtained.

However, even if the clutch switching method according to claim 1 or 2 is adopted, if the engine speed is too high and the difference in the propeller speed between the two hydraulic clutches is too large, the switching of the hydraulic clutch is also performed. The shock at the time cannot be avoided. In the case where the hydraulic clutch can be switched in the manual selection mode as described above while maintaining the engine speed in the high speed range, the case where the hydraulic clutch is inadvertently switched at a very high engine speed Is also assumed. In response to this, in the switching method according to the third aspect, when the engine speed exceeds a certain value, the selection mode and the hydraulic clutch that have been set before the engine speed are maintained to maintain the manual operation. Prevents switching of the hydraulic clutch in a very high engine speed range exceeding the fixed value when the selection mode is set, or sets the hydraulic clutch with a large reduction ratio in the manual selection mode In this state, when the mode is switched to the automatic selection mode, it is possible to prevent a situation in which the mode is suddenly switched to the small reduction ratio so as to correspond to the high rotation speed. In this way, switching of the hydraulic clutch in a high engine speed range exceeding the certain value, which cannot avoid a shock at the time of switching even with the switching method according to claim 1 or 2, is prevented. It is possible to prevent the occurrence of a shock when the clutch is switched. Therefore,
A marine multi-stage reduction reversing machine with high operability can be provided.

Further, by adopting the hydraulic clutch switching method according to the fourth aspect, during normal boat maneuvering, the hydraulic clutch having the same driving direction (for example, for moving forward) is connected to the hydraulic clutch by an electronic mechanism. By the switching control, an optimum speed ratio is selected, and smooth acceleration / deceleration is possible. And
On the other hand, the switching operation between the hydraulic clutches having different forward / reverse switching drive directions is performed by a mechanical mechanism, so that the hydraulic clutch control by the electronic mechanism cannot be performed due to a failure of the battery at the time of manoeuvring. However, this mechanical mechanism for switching between forward and reverse can be used as long as the engine moves, and when necessary, the hydraulic clutch can be switched manually (for example, by operating a button) from forward to reverse, so that the emergency This is convenient when connecting to a port. Thus, it is possible to provide a marine multi-stage reduction / reversing machine with high operability.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of a marine multi-stage reduction reversing machine to which a hydraulic clutch switching method of the present invention is applied.

FIG. 2 is a time chart of hydraulic oil related to clutch switching during forward acceleration.

FIG. 3 is a flowchart for clutch switching during forward acceleration.

FIG. 4 is a time chart of hydraulic oil related to clutch switching during forward deceleration.

FIG. 5 is a flowchart for clutch switching during forward deceleration.

FIG. 6 is a hydraulic circuit diagram of a multi-stage deceleration reversing machine for marine use in which a single proportional solenoid valve for switching a two-stage hydraulic clutch is provided.

7 is a diagram showing a state of ON / OFF switching of a speed ratio switching hydraulic control valve 20 at the time of clutch switching in the hydraulic circuit shown in FIG. 6;

8 is a partial hydraulic circuit diagram when a temperature control valve 21 is interposed in a lubricating oil circuit of the hydraulic circuit shown in FIG. 1 or FIG.

FIG. 9 is a time chart of the hydraulic clutch torque Tr showing the effect of the provision of the temperature control valve 21.

FIG. 10 is a block diagram showing that a switch setting rotation speed adjustment dial 22 is provided as input means of the controller 19;

11 is a block diagram showing that a switch for setting a speed ratio selection mode is provided as input means of the controller 19. FIG.

[Figure 12] A diagram showing the relationship between the hydraulic clutch 1, the engine speed based on the speed ratio of 2 N _E and propeller speed N _P, a switch for setting 11 shown relates to speed ratio selection mode FIG. 5 is a diagram when a control setting rotation speed Ns is set.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 forward low speed hydraulic clutch 2 forward high speed hydraulic clutch 3 reverse hydraulic clutch 6 forward / backward switching operation valve 7 forward low speed hydraulic control valve (proportional solenoid valve) 8 forward high speed hydraulic control valve (proportional solenoid valve) 9) Propeller shaft 10 Propeller shaft speed sensor 17 Engine 18 Engine speed sensor 19 Controller 20 Hydraulic control valve for speed ratio switching 24 Automatic selection mode setting switch 25a Large reduction ratio setting switch 25b Small reduction ratio setting switch

Continued on the front page (72) Inventor Ryoichi Kawai 1-32 Chayacho, Kita-ku, Osaka City, Osaka Inside Yanmar Diesel Co., Ltd.

Claims (4)

[Claims] In a marine multi-stage reduction reversing machine having a plurality of hydraulic clutches having the same driving direction and different reduction ratios, at least one of the plurality of hydraulic clutches is switched from one hydraulic clutch to another hydraulic clutch. The multi-stage deceleration reversal for boats, wherein the one hydraulic clutch is set to a slip state, and the hydraulic clutch is switched after the relationship between the engine speed and the propeller speed substantially matches the reduction ratio of the other hydraulic clutch. Machine clutch switching method. 2. The clutch switching method for a multi-stage deceleration reversing machine for a marine vessel according to claim 1, wherein, when the hydraulic clutch is switched, the operation of bringing the hydraulic clutch into a slip state is performed by repeatedly opening and closing a hydraulic control valve of the hydraulic clutch. A clutch switching method for a marine multi-stage reduction reversing machine characterized by the following. 3. A clutch switching method for a marine multi-stage speed reduction reversing machine according to claim 1, wherein said hydraulic clutch is automatically switched according to an engine operating condition, and an automatic selection mode is manually set. Multi-stage deceleration for ships, characterized in that when the engine speed exceeds a certain value due to an increase in engine speed, the selection mode and the hydraulic clutch set before the engine speed are maintained are maintained. Method of switching clutch of reversing machine. 4. The method of claim 1, 2 or 3, wherein a hydraulic clutch having a different driving direction from the plurality of hydraulic clutches is provided to the multi-stage deceleration reverse marine machine. A multistage speed reducer for ships, characterized in that a switching operation between hydraulic clutches having different driving directions is performed by a mechanical mechanism, and a switching operation between a plurality of hydraulic clutches having the same driving direction is performed by an electronic mechanism. Method of switching clutch of reversing machine.