JPH1179094A - Driver for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow sailing with the engagement/disengagement of a hydraulic clutch with/from a screw shaft for transmission while keeping it at a fixed position, without marring the durability of the hydraulic clutch and the screw shaft. SOLUTION: In a driver for a ship which has a hydraulic clutch C on the way of a system for transmission from an engine E to a screw shaft 8, an angular acceleration control valve 1 mechanically connected to the screw shaft 8 is provided for oil pressure corresponding to the angular acceleration thereof. Oil pressure generated by the angular acceleration control valve 1 is used as pilot pressure P1 and given to a reducing valve 83 and oil pressure P0 generated by a hydraulic pump P is reduced with the operation of the reducing valve 83 and given to the hydraulic clutch C, so that the hydraulic clutch C is engaged with the screw shaft 8 without causing the excessive increase of the angular acceleration of the screw shaft 8.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive system for a marine vessel having a hydraulic clutch in a transmission system from a marine engine to a screw shaft for interrupting transmission between the two.

[0002]

2. Description of the Related Art In a small boat such as a fishing boat, in addition to normal navigation, it is required that a predetermined position such as fishing is maintained at a fixed position on the sea against the tide and wind force. Therefore, a hydraulic clutch is provided in the middle of the transmission system from the engine as a marine engine to the screw shaft, and by disengaging this hydraulic clutch, the transmission from the engine to the screw shaft is performed intermittently. There is provided a drive device configured to realize the above-described navigation.

In order to disengage the hydraulic clutch, a directional switching valve is disposed between the hydraulic clutch and a hydraulic source for generating hydraulic pressure for engagement, and by switching this to the discharge side, the hydraulic clutch is shut off and the supply is stopped. By switching to the side, the hydraulic clutch is engaged. In general, a configuration is adopted in which the direction switching valve is switched by manual operation of an operating means such as a lever.

[0004]

However, the agitation resistance of water is constantly acting on the propulsion screw of the ship, and when the hydraulic clutch is disengaged, the rotation speed of the screw shaft is reduced by the agitation speed. Reduced by the action of resistance,
When the hydraulic clutch is re-engaged in this state, the rotational speed of the screw shaft rapidly increases, and as a result, the screw shaft is proportional to the acceleration inertia torque and the square of the speed generated by the engagement. There is a problem that fatigue is accumulated in the screw shaft due to the intermittent action of the torque in response to the repetition of the operation of the directional control valve due to the addition of torque, and the diameter of the screw shaft is increased in order to prevent damage due to this. In addition, there is a problem that cost increase cannot be avoided.

Also, the hydraulic clutch is required to have durability to withstand repeated engagement between the engine side and the screw side having a large speed difference, making it difficult to reduce the size.
There is a problem that a friction plate made of an inexpensive friction material such as a paper friction material cannot be used, so that an increase in cost cannot be avoided.

The above problem is caused by providing pressure adjusting means such as an electromagnetic proportional valve in a hydraulic circuit for supplying hydraulic pressure for engagement of the hydraulic clutch while detecting angular acceleration of a screw shaft and based on the detection result. The problem is solved by supplying the hydraulic pressure obtained by controlling the pressure adjusting means to the hydraulic clutch and slowly engaging the hydraulic clutch.

However, this configuration requires an acceleration sensor and control means having a complicated configuration for continuously opening and closing the electromagnetic proportional valve based on the detection result of the acceleration sensor. However, there is a disadvantage that the cost reduction of the screw shaft and the hydraulic clutch is offset, and since the electric control is interposed, there is a possibility that a malfunction may occur due to the influence of the environment such as electromagnetic noise and water. However, there was a problem of lack of reliability.

The present invention has been made in view of such circumstances, and generates a hydraulic pressure according to a target angular acceleration of a screw shaft without relying on an electric control means, and transmits the hydraulic pressure to the screw shaft. The present invention provides a boat drive device that can be engaged by an all-mechanical system without impairing the durability of the hydraulic clutch and the screw shaft by using the hydraulic clutch as the engagement hydraulic pressure of the hydraulic clutch to be engaged. The purpose is to do.

[0009]

SUMMARY OF THE INVENTION A ship driving apparatus according to the present invention comprises a hydraulic clutch interposed in the middle of a transmission system from a marine engine to a screw shaft, and supplies and discharges hydraulic pressure for engaging the hydraulic clutch. A directional control valve, wherein the hydraulic directional clutch is disengaged by manual operation of the directional control valve to enable navigation while maintaining a substantially fixed position on the sea. An angular acceleration control valve that rotates in conjunction with the screw shaft and generates a hydraulic pressure according to a target angular acceleration of the screw shaft, and operates by using the hydraulic pressure generated by the angular acceleration control valve as a pilot pressure to reduce the supply hydraulic pressure from a hydraulic pressure source and send the reduced pressure And a pressure reducing valve which supplies the hydraulic pressure of the pressure reducing valve to the hydraulic clutch via the direction switching valve.

[0010] In the present invention, the angular acceleration control valve that mechanically rotates in conjunction with the screw shaft generates a hydraulic pressure according to the target angular acceleration of the screw shaft, and operates the pressure reducing valve using the hydraulic pressure as a pilot pressure. The hydraulic pressure obtained by reducing the hydraulic pressure supplied from the hydraulic pressure source is supplied to the hydraulic clutch and used as the engaging hydraulic pressure, so that the hydraulic clutch is slowly engaged.

[0011] In addition, means for detecting the rotation speed of the screw shaft, comparison means for comparing the speed detected by the means with a preset target speed, and a signal from the hydraulic power source based on the comparison result. A bypass oil passage for supplying a supply oil pressure to the pressure reducing valve as a pilot pressure is provided, and a constant speed control is possible.

In the present invention, the hydraulic clutch is gradually engaged by the supply of the engagement hydraulic pressure regulated by the operation of the angular acceleration control valve, and the rotation speed of the screw shaft reaches a predetermined target speed. Further, the hydraulic pressure generated by the angular acceleration control valve is shut off by the setting of the constant speed control, whereby the pressure reducing operation of the pressure reducing valve is reduced to the target rotational speed by the hydraulic pressure supplied from the hydraulic pressure source supplied through the bypass oil passage. The constant speed control can be performed according to the deviation of.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings showing the embodiments. FIG. 1 is a block diagram showing a configuration of a boat drive device according to the present invention, together with a configuration of a hydraulic circuit for engaging and disengaging a hydraulic clutch.

[0014] figure E is an engine, the output of the engine E is a hydraulic clutch C, is transmitted to the screw shaft 8 via a reduction gear 80 (gear ratio i _m), the screw attached to the tip of the screw shaft 8 81 is configured to rotate and apply propulsive force to a ship (not shown).

The hydraulic circuit for disengaging the hydraulic clutch C is configured to supply the generated hydraulic pressure P ₀ of the hydraulic pump P as a hydraulic source to the hydraulic clutch C via a pressure reducing valve 83 and a direction switching valve 84. I have. The directional control valve 84 is a three-position directional control valve which is switched between the three positions shown in the figure by manual operation of an operation lever 85 attached thereto, and switches the directional control valve 84 to the left position in the figure. When operated, the hydraulic pressure obtained at the outlet side of the pressure reducing valve 83 is supplied to the hydraulic clutch C, and the hydraulic clutch C engages in the forward side, while when the hydraulic clutch C is switched to the right position, The hydraulic clutch C is adapted to engage in reverse.

By operating the engine E while maintaining the engine E at an appropriate rotational speed and repeatedly operating and disengaging the hydraulic clutch C by operating the direction switching valve 84, the screw shaft 8 and the screw 81 Can be intermittently reversed, and navigation at a fixed position on the ocean is possible regardless of disturbance factors such as tides.

A pressure reducing valve 83 disposed between the hydraulic pump P and the direction switching valve 84 reduces the generated oil pressure P ₀ of the hydraulic pump P, and a hydraulic pressure for engaging the hydraulic clutch C via the direction switching valve 84. feeding the feeds, which makes the operation to perform a gentle engagement operation to the hydraulic clutch C, and the degree of the reduced pressure with a decrease of the pilot pressure P _f which is applied through the conductive pressure circuit 86 Daito It has a known configuration.

The pilot pressure P _f in the pressure guiding circuit 86 is obtained by reducing the oil pressure P ₀ generated by the hydraulic pump P by the operation of the angular acceleration control valve 1 which rotates in conjunction with the screw shaft 8. and has a hydraulic pressure corresponding to the target angular acceleration of the output shaft S _4.

FIG. 2 is a side sectional view showing the configuration of the angular acceleration control valve 1. As shown in FIG. As shown in the figure, the angular acceleration control valve 1 has a rotary shaft 3 rotatably supported around its axis in a cylindrical hollow portion inside a fixed housing 2. The rotating shaft 3 is supported at both ends by a pair of ball bearings 20, 21 fixedly fitted in the fixed housing 2 at positions separated by an appropriate length in the axial direction, and between the ball bearings 20, 21. Is fitted with a cylindrical oil guide cylinder 4.

Both ends of the rotating shaft 3 are projected outside the fixed housing 2, and a spur gear 30 is integrally formed at one projected end. As shown in FIG. 1, the spur gear 30 is meshed with a spur gear 31 fitted in the middle of the screw shaft 8, and the rotation shaft 3 is transmitted through the spur gear 31 and the spur gear 30. The screw shaft 8 rotates around the shaft in accordance with the rotation of the screw shaft 8. In addition, as a transmission means from the screw shaft 8 to the rotation shaft 3, other transmission means such as a chain and a belt may be used.

A protruding end on the other side of the rotating shaft 3 has a cover cap 22 coaxially fixed to the outer surface of the fixed housing 2.
The flywheel 5 and the rotating plate 6 are mounted between the ball bearings 23 and the ball bearings 21 at supporting positions. The flywheel 5 having a thick disk shape is rotatably supported coaxially with the rotary shaft 3 by ball bearings 50 and 51 fitted on the rotary shaft 3. The rotating plate 6 is a disk having an outer shape substantially equal to that of the flywheel 5. The rotating plate 6 restricts rotation in the circumferential direction by engagement with a spline formed on the outer periphery of the end of the rotating shaft 3, and the ball bearing 23. By being in contact with the end surface of the flywheel 5, it is mounted so as to restrict movement in the direction away from the flywheel 5, and rotates with the rotation of the rotating shaft 3.

On the surface of the flywheel 5 facing the rotating plate 6, a recess 52 having an appropriate width in the radial direction is formed over the entire circumference. An annular support ring 61 is projected from the surface of the rotary plate 6 facing the flywheel 5, and the support ring 61 has an appropriate gap inside and outside the inside of the recess 52. Has been invaded.

An annular friction ring 62 is formed on the support ring 61.
Are externally held. The friction ring 62 is engaged with the support ring 61 by an engagement pin 63, restricts rotation in the circumferential direction, permits movement in the axial direction, and has a gap between one end surface and the side surface of the rotating plate 6. The other side surface is attached to the side surface of the flywheel 5 by being pressed by the interposed coil spring 64. The flywheel 5 and the rotating plate 6 are connected to the support ring.
It is connected via a torsion spring 7 arranged inside 61, and the relative angular displacement between the two is allowed by the torsion of the torsion spring 7.

The outer peripheral surface of the rotary plate 6 has a tooth surface on which a predetermined number of teeth are formed, and faces the inside of a sensor seat 24 formed through the peripheral wall of the cover cap 22. As shown by a two-dot chain line in the figure, the rotation of the shaft 3 can be detected by a magnetoelectric rotation sensor attached to the sensor seat 24, using the number of teeth on the outer periphery of the rotating disk 6 as a medium. .

With the above arrangement, when the rotating shaft 3 supported by the fixed housing 2 rotates according to the rotation of the screw shaft 8, the flywheel supported by the rotating shaft 3 via the ball bearings 50 and 51. By pressing the friction ring 62 held on the rotating disk 6 that rotates integrally with the rotating shaft 3, a frictional resistance acts in the same direction as the rotating direction of the rotating disk 6 and the rotating shaft 3 on the flywheel 5. The wheel 5 rotates at a speed equal to that of the rotating disk 6 and the rotating shaft 3 due to the action of the frictional resistance during a steady rotation in which the rotating shaft 3 maintains a substantially constant rotating speed.

On the other hand, when the rotation speeds of the screw shaft 8 and the rotation shaft 3 fluctuate with time, the flywheel 5 tries to maintain the current rotation speed by its own inertia, so that the flywheel 5 rotates integrally with the rotation shaft 3. If it is twisted between the rotating disk 6 and the rotating disk 6, a relative angular displacement occurs with the torsion of the spring 7. Since this relative angular displacement is generated against the frictional force applied to the pressing portion of the friction ring 62 and the torsion restoring force of the torsion spring 7, the relative angular displacement has a displacement amount corresponding to the magnitude of the angular acceleration generated on the rotating shaft 3. Becomes

As shown in FIG. 2, at the axis of the rotating shaft 3,
An oil guide hole 32 is formed, and in the middle of the oil guide hole 32,
The fixed aperture ring 34 is fitted and fixed, and on both sides of this fitting position,
An oil supply hole 35 and an oil supply hole 36 penetrating the rotary shaft 3 in the radial direction communicate with each other annular groove provided on the outer periphery of the rotary shaft 3. These annular grooves are respectively connected to oil supply holes 25 and oil supply holes 26 formed in the fixed housing 2 through communication holes 40 and 41 formed through the oil guide cylinder 4 at corresponding positions.

An end portion 39 of the oil guide hole 32 reaching the fitting portion with the flywheel 5 is communicated with the outer peripheral surface of the rotating shaft 3 by an oil guide hole 37 extending outward in the radial direction. The inner peripheral surface of the flywheel 5 fitted to the communication position communicates with a chamber for disposing the ball bearing 51 supporting one side of the flywheel 5 by a drain groove 53 formed at a predetermined position in the circumferential direction. The variable throttle is constituted by the drain long groove 53 and the oil guide hole 37.

FIG. 3A shows an oil guide hole 37 and a drain long groove 53.
FIG. 5 is a cross-sectional view of a fitting portion between the rotary shaft 3 and the flywheel 5 at a position where the rotary shaft 3 is formed. As shown in the drawing, the oil guide hole 37 and the drain groove 53 are formed at positions opposed to each other in the radial direction in a steady state where the relative angular displacement θ of the flywheel 5 with respect to the rotating shaft 3 does not occur. θ is a magnitude corresponding to a preset target angular acceleration (= θ _r
= Θ _f ), and the oil guide holes 37 communicate with each other when the direction of the oil guide holes 37 becomes as shown by the broken line in the figure.
As shown in (b), the diaphragm acts as a variable stop S that increases the stop area as the relative angular displacement increases in accordance with the increase in the deviation from the target angular acceleration.

The fixed throttle ring 34 and the variable throttle S configured as described above are indicated by hydraulic circuit symbols in FIG.
The upstream side of the fixed throttle ring 34 is connected to the discharge side of a hydraulic pump P serving as a hydraulic pressure source through the oil supply hole 25, the communication hole 40, and the oil supply hole 35, and a substantially constant hydraulic pump P is generated. A hydraulic pressure P ₀ has been introduced. Further, as shown in FIG. 2, the downstream side of the variable throttle S communicated with the inside of the cover cap 22 by the drain long groove 53 is provided with an oil drainage drilled in the fixed housing 2 so as to communicate with the lower inside of the cover cap 22. The hole 27 communicates with the oil tank T.

[0031] With the above arrangement, when the variable diaphragm S is in the open state, as described above, oil guide hole has a pressure comprised P ₀
The pressure oil introduced into the nozzle 32 is decompressed by passing through the fixed throttle ring 34 and guided to the distal end portion 39, and is depressurized by passing through the variable throttle S formed by the oil guide hole 37 and the drain groove 53, thereby reducing the pressure of the ball. After flowing into the chamber in which the bearings 50 and 51 are disposed, the ball bearings 50 and 51 are lubricated and stay in the cover cap 22, and then the oil drain holes
After passing through 27, it is discharged to the oil tank T.

[0032] At this time, in between the fixed stop ring 34 and the variable stop S, it is possible to take out the oil pressure P _f after passing through the fixed aperture ring 34, the hydraulic P _f is the downstream variable aperture S
Increase in aperture area, ie, becomes a hydraulic pressure decreases with increasing deviation from the target angular acceleration of the angular acceleration generated on the rotary shaft 3, the hydraulic P _f is the Okuaburaana 26, the communication hole 41 and feed The oil is taken out of the fixed housing 2 through the oil hole 36 and, as shown in FIG.
Has been given to.

Therefore, in the boat driving apparatus according to the present invention, during the operation of repeatedly engaging and disengaging the hydraulic clutch C by operating the direction switching valve 84 as described above, the angular acceleration output hydraulic pressure P _f of the control valve 1 is, since decreases in accordance with the deviation between the angular acceleration and target angular acceleration generated in the screw shaft 8, the pressure reducing valve to the pilot pressure to this
By the operation of 83, the operating oil pressure supplied to the hydraulic clutch C is adjusted, and the hydraulic clutch C is in a half-engaged state.

In this state, the rotation speed of the screw shaft 8 increases at a constant acceleration by the transmission via the hydraulic clutch C under half-engagement and the reduction gear 80, and the synchronization of the screw shaft 8 is completed. This is continued until the variable throttle S of the angular acceleration control valve 1 is closed.

As a result, the engagement of the hydraulic clutch C, which is performed in response to the operation of the direction switching valve 84 after the hydraulic clutch C is disengaged, is performed gently, and the angular acceleration of the screw shaft 8 accompanying this is reduced to the target angular acceleration. Directional valve 84
By simply repeating the above operation, navigation while maintaining a fixed position on the ocean is easily performed. At this time, by utilizing the output hydraulic pressure P _f of the angular acceleration control valve 1 as a pilot pressure of the pressure reducing valve 83, hydraulic oil for engagement of the hydraulic clutch C is because they give by the operation of the pressure reducing valve 83, sufficient working The control oil amount can be secured and high responsiveness can be obtained.

During this time, the sum of the torque proportional to the square of the speed applied to the screw shaft 8 and the acceleration inertia torque due to the stirring resistance of the screw 81 can be kept at a low level. 8 can be prevented beforehand without increasing the diameter of the screw shaft 8. Further, since the thermal load applied to the friction plate inside the hydraulic clutch C can be kept moderate, a friction plate made of an inexpensive friction material such as a paper friction material can be used. Cost reduction can be realized.

[0037] In the driving apparatus shown in FIG. 1, further bypass oil passage that bypasses the middle of the guide pressure circuit 86 to introduce the pilot pressure P _f from the angular acceleration control valve 1 to the pressure reducing valve 83 on the discharge side of the hydraulic pump P 87, this bypass oil passage
An electromagnetic pressure reducing valve 88 is interposed in the middle of 87. The electromagnetic pressure reducing valve 88 performs an operation of reducing the pressure in the bypass oil passage 87 in accordance with the power supply to the solenoid 89, and the solenoid 89 is supplied with power in accordance with the output of the servo calculator 9. is there.

A voltage signal corresponding to a preset fishing target speed and an output signal of a rotation sensor 10 for detecting the rotation speed of the screw shaft 8 are given to the input side of the servo calculator 9. . As shown in FIG. 2, a rotation sensor that detects the rotation of the rotation shaft 3 of the angular acceleration control valve 1 through the number of teeth on the outer periphery of the rotation disk 6 can be used as the rotation sensor 10, as shown in FIG. The output of 10 is converted into a voltage signal corresponding to the rotation speed of the rotating shaft 3, that is, the screw shaft 8, via the F / V converter 11, and is input to the servo calculator 9.

The servo calculator 9 calculates a deviation between the rotation speed of the screw shaft 8 and the target rotation speed, and operates so that the deviation becomes zero. Therefore, the rotation speed of the screw shaft 8 is quickly increased to the target speed. , And the constant speed operation can be performed while the rotation speed of the screw shaft 8 is kept substantially constant.

[0040]

As described in detail above, the ship driving apparatus according to the present invention is provided with an angular acceleration control valve that rotates mechanically in conjunction with a screw shaft for transmission to the screw, thereby enabling the screw shaft to be driven. The hydraulic pressure according to the target angular acceleration is obtained without relying on the electric control means. By operating the pressure reducing valve using the hydraulic pressure as the pilot pressure, the hydraulic pressure obtained by reducing the hydraulic pressure supplied from the hydraulic power source is obtained by the hydraulic clutch. Since the hydraulic clutch is used as the engagement hydraulic pressure, the engagement of the hydraulic clutch can be performed gently without excessive increase in angular acceleration, and navigation while maintaining a fixed position due to engagement and disengagement of the hydraulic clutch can be performed. Accordingly, the hydraulic clutch and the screw shaft can be easily implemented without impairing the durability.

Further, the pressure generated by the hydraulic pressure source is adjusted based on the result of comparison between the rotation speed of the screw shaft and the predetermined target speed, and the pressure is supplied as pilot pressure to the pressure reducing valve via the bypass oil passage. The present invention has excellent effects such that the rotation speed of the screw shaft can be quickly settled to the target speed, and the operation at the constant speed can be easily performed.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a boat drive device according to the present invention.

FIG. 2 is a side sectional view showing a configuration of an angular acceleration control valve.

FIG. 3 is a transverse cross-sectional view of a fitting portion of a rotary shaft and a flywheel.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Angular acceleration control valve 3 Rotating shaft 5 Flywheel 6 Rotating disk 7 Torsion spring 8 Screw shaft 9 Servo calculator 10 Rotation sensor 62 Friction ring 64 Coil spring 81 Screw 83 Pressure reducing valve 84 Directional switching valve 85 Operating lever 87 Bypass oil passage C hydraulic clutch E engine P hydraulic pump

Claims (2)

[Claims] A hydraulic clutch provided in the middle of a transmission system from a marine engine to a screw shaft; and a direction switching valve for supplying and discharging hydraulic pressure for engagement to the hydraulic clutch. In a drive device for a ship, in which the hydraulic clutch is disengaged by operation to enable navigation while maintaining a substantially fixed position on the ocean, the ship rotates in conjunction with the screw shaft, and responds to a target angular acceleration of the screw shaft. An angular acceleration control valve that generates hydraulic pressure, a pressure reducing valve that operates using the generated hydraulic pressure of the angular acceleration control valve as pilot pressure, and reduces the pressure supplied from a hydraulic pressure source and sends it out. A marine drive device configured to feed the hydraulic clutch through the direction switching valve. 2. A means for detecting a rotation speed of the screw shaft, a comparing means for comparing a speed detected by the means with a preset target speed, and a hydraulic pressure supplied from the hydraulic source based on a result of the comparison. The ship drive device according to claim 1, further comprising: a bypass oil passage that supplies the pressure as a pilot pressure to the pressure reducing valve, and is configured to be able to control at a constant speed.