JPS61241532A - Oil pressure adjusting device for hydraulic-type clutch - Google Patents
Oil pressure adjusting device for hydraulic-type clutchInfo
- Publication number
- JPS61241532A JPS61241532A JP60081164A JP8116485A JPS61241532A JP S61241532 A JPS61241532 A JP S61241532A JP 60081164 A JP60081164 A JP 60081164A JP 8116485 A JP8116485 A JP 8116485A JP S61241532 A JPS61241532 A JP S61241532A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- clutch
- oil
- time
- hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000003921 oil Substances 0.000 claims description 89
- 230000007935 neutral effect Effects 0.000 claims description 12
- 239000010720 hydraulic oil Substances 0.000 claims description 4
- 230000001105 regulatory effect Effects 0.000 description 27
- 239000002199 base oil Substances 0.000 description 12
- 238000010586 diagram Methods 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0227—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices
- F16D2048/0233—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/11—Application
- F16D2500/1105—Marine applications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/504—Relating the engine
- F16D2500/5048—Stall prevention
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
この発明は、舶用減速逆転機等の油圧式クラッチにおけ
る油圧調整装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to a hydraulic pressure adjustment device for a hydraulic clutch such as a marine speed reducer/reverser.
従来の技術
舶用減速逆転機においては、減速逆転機構内に前後進切
換え用の油圧クラッチを設け、これらの各クラッチへの
圧油を切換えることにより、前後進及び中立の切換えを
行なう。この場合、クラッチ嵌入時のショックを緩和さ
せるため、従来においては、クラッチ作動筒への油圧回
路中に緩嵌入弁付−次調圧弁を設けたもの（例えば、実
開昭５８−３５０２０号公報参照）や、該緩嵌入弁付−
次調圧弁への設定圧力上昇用油の供給を一定時間停止し
得るモジュレーティング弁を設けたもの（実開昭５５７
１５００４２号公報参照）等がある。In conventional marine speed reduction/reversing gears, hydraulic clutches for switching forward/reverse are provided in the speed/reverse mechanism, and switching between forward/reverse and neutral is performed by switching the pressure oil to each of these clutches. In this case, in order to alleviate the shock when the clutch is inserted, conventionally, a secondary pressure regulating valve with a loose fitting valve is provided in the hydraulic circuit to the clutch actuating cylinder (for example, see Utility Model Application Publication No. 58-35020). ) or with a loose fitting valve.
A modulating valve that can stop the supply of oil for increasing the set pressure to the next pressure regulating valve for a certain period of time (Utility Model No. 557)
150042), etc.
発明が解決しようとする問題点
船舶においては、緊急時等にクラッチを前進位置から後
進位置へ一気に切換えて船体を停止させるタラッシュア
スターンを行なう場合があるが、この時、急激にクラッ
チが嵌入されると、機関に過大なトルクが掛りエンスト
を起こす虞れがある。Problems to be Solved by the Invention In ships, there are cases in which, in an emergency, the clutch is suddenly switched from the forward position to the astern position to stop the ship. If this happens, there is a risk that excessive torque will be applied to the engine, causing the engine to stall.
上記の緩嵌入弁付−次調圧弁及びモジュレーティング弁
は何れもクラッチの急激な嵌入を防止させるものである
が、特に最近、省エネルギーの見地から低回転の大径プ
ロペラを採用する傾向にあり、かかる緩嵌入弁付−次調
圧弁やモジュレーティング弁を用いたものであっても、
エンストを起こすという不都合を生じている。Both of the above-mentioned slow-fitting valves with secondary pressure regulating valves and modulating valves prevent sudden engagement of the clutch, but recently there has been a tendency to use low-speed, large-diameter propellers from the standpoint of energy conservation. Even if such a slow-fitting valve is used, such as a secondary pressure regulating valve or a modulating valve,
This causes the inconvenience of causing the engine to stall.
この発明は、かかる現状に鑑がみてなされたもので、低
回転大径プロペラに伴うタラッシュアスターン時のエン
ストを防止することを目的としている。The present invention has been made in view of the current situation, and aims to prevent engine stalling during a tarash astern caused by a low-rotation, large-diameter propeller.
問題点を解決するための手段
このような目的を達成するため、この発明では、作動油
ポンプからの圧油を切換弁を介してクラッチ作動筒へ送
るようにした油圧回路において、前記切換弁によるクラ
ッチの切換え時に、中立時の油圧からクラッチ完全嵌入
時の設定圧に達する途中の段階で、前記設定圧よりも弱
いクラッチ嵌入圧力を一定時間保持する減圧弁を設けた
ことを特徴としている。Means for Solving the Problems In order to achieve the above object, the present invention provides a hydraulic circuit in which pressure oil from a hydraulic oil pump is sent to a clutch actuating tube via a switching valve. The present invention is characterized by the provision of a pressure reducing valve that maintains a clutch engagement pressure weaker than the set pressure for a certain period of time during clutch switching, at a stage on the way from the neutral hydraulic pressure to the set pressure when the clutch is fully engaged.
作 用
クラッシュターンを行なうため前進から中立を経て後進
へ切換弁を切換えると、クラッチ作動筒への油圧回路中
に設けた減圧弁が、クラッチが完全に嵌入したときの設
定圧力より弱いクラッチ嵌入圧力で作動油圧を保持する
ので、いわゆる半クラツチ状態を生じ、機関へ過大トル
クが掛かるのを防止する。When the switching valve is switched from forward to neutral to reverse in order to perform a crash turn, the pressure reducing valve installed in the hydraulic circuit to the clutch actuating cylinder reduces the clutch engagement pressure, which is lower than the set pressure when the clutch is fully engaged. Since the hydraulic pressure is maintained, a so-called half-clutch condition occurs and excessive torque is prevented from being applied to the engine.
実施例
以下この発明の構成を図示の実施例に基づいて説明する
と、第１図の油圧回路において（２）は作動油ポンプで
あり、この作動油ポンプ（２）によって汲み上げられた
圧油は元部油路（５）を介して前後進の切換弁（３）へ
送られる。この切換弁（３）へ送られた圧油は、その前
後進の切換え位置においては、作動油圧供給油路＋６１
＋７１により、前進クラッチの作動筒（８）若しくは
後進クラッチの作動筒（９）へ選択的に供給され、これ
によって、クラッチが嵌入される。EXAMPLE Below, the structure of the present invention will be explained based on the illustrated example. In the hydraulic circuit shown in FIG. 1, (2) is a hydraulic oil pump, and the pressure oil pumped by this hydraulic oil pump (2) is The oil is sent to the forward/reverse switching valve (3) via the oil passage (5). At the forward/reverse switching position, the pressure oil sent to this switching valve (3) is connected to the operating hydraulic pressure supply oil path +61.
+71 selectively supplies the actuating cylinder (8) of the forward clutch or the actuating cylinder (9) of the reverse clutch, thereby engaging the clutch.
前記元部油路（５）の途中には、−次稠圧油路（１７）
を介して緩嵌入弁付−次調圧弁（４）が設けられ、これ
によって、元部油路（５）中の圧力を調整する。In the middle of the base oil passage (5), there is a negative pressure oil passage (17).
A secondary pressure regulating valve (4) with a loose-fitting valve is provided via the valve, thereby regulating the pressure in the base oil passage (5).
更に、同じく元部通路（５）の途中において、前記−次
間圧油路（１７）の分岐部より下流に本発明の減圧弁（
１３）が設けられ、この減圧弁（１３）によって調圧さ
れた圧油が前記切換弁（３）へ供給される。Further, in the middle of the source passage (5), a pressure reducing valve of the present invention (
13) is provided, and pressure oil whose pressure is regulated by this pressure reducing valve (13) is supplied to the switching valve (3).
他方、切換弁（３）の出口側には、前記作動油圧供給油
路＋６１ （？）の他に、前記−次調圧弁（４）におけ
る緩嵌入弁側へ圧油を供給する緩嵌入弁作動用油路（１
１）が接続されている。この緩嵌入弁作動用油路（１１
）の途中より分岐して減圧弁戻し用油路（１２）が設け
られ、この減圧弁戻し用油路（１２）が、前記減圧弁（
１３）へ圧力調整の解除用圧油として供給される。On the other hand, on the outlet side of the switching valve (3), in addition to the working oil pressure supply oil passage +61 (?), there is also a loose fitting valve operating which supplies pressure oil to the loose fitting valve side of the negative pressure regulating valve (4). Oil passage (1
1) is connected. This loose fitting valve operating oil passage (11
A pressure reducing valve return oil passage (12) is provided which branches off from the middle of the pressure reducing valve (
13) as pressure oil for releasing pressure adjustment.
減圧弁戻し用油路（１２）の途中には、互いに並列配置
されかつ開弁方向の異なる逆止弁（１４） （１５）
が配置されている。減圧弁（１３）側へ圧油を供給する
側に開く逆止弁（１４）の手前には、この減圧弁戻し用
油路（１２）内の圧油が一定圧力以上例えば７ ｋｇ／
ｃＪ以上になると、逆止弁（１４）を押し開いて減圧弁
（１３）側に流れるよう設定された絞り（１６）が設け
られている。また、これらの減圧弁戻し用油路（１２）
及び緩嵌入弁作動用油路（１１）は、中立時においては
何れもドレーン（１８）側へ通じているが、切換弁（３
）の前進及び後進位置においては、前記元部油路（５）
側からの圧油が供給されるようになっている。In the middle of the pressure reducing valve return oil passage (12), check valves (14) (15) are arranged in parallel with each other and have different opening directions.
is located. Before the check valve (14), which opens on the side that supplies pressure oil to the pressure reducing valve (13) side, the pressure oil in the pressure reducing valve return oil passage (12) is at a pressure higher than a certain pressure, for example, 7 kg/
A throttle (16) is provided that is set to push open the check valve (14) and allow the flow to flow toward the pressure reducing valve (13) when the pressure exceeds cJ. In addition, these pressure reducing valve return oil passages (12)
and the loose-fitting valve operating oil passage (11), which both lead to the drain (18) side in the neutral state, but the switching valve (3)
) in the forward and reverse positions of the source oil passage (5).
Pressure oil is supplied from the side.
次に、第２図に基づいて上記緩嵌入弁付−次調圧弁（４
）及び減圧弁（１３）の具体的な構造を説明する。Next, based on Fig. 2, next pressure regulating valve (4
) and the specific structure of the pressure reducing valve (13) will be explained.
緩嵌入弁付−次調圧弁（４）は、ケース（２１）内に摺
動自在に挿入した調圧弁体（２３）と緩嵌入弁体（２４
）とを有している。また、緩嵌入弁体（２４）には、そ
の摺動方向への取付は位置を調節自在としてバネ受け（
２５）が螺入されており、このバネ受け（２５）と前記
調圧弁体（２３）との間に調圧弁バネ（２６）が介装さ
れている。また、緩嵌入弁体（２４）とケース（２１）
の段部との間に、該緩嵌入弁体（２４）を調圧弁体（２
３）から離れる方向に押し戻す戻しバネ（２７）が設け
られている。前記緩嵌入弁作動用油路（１１）が、この
緩嵌入弁体（２４）の背面に設けた油圧室（２８）に通
じている。他方、元部油路（５）より分岐した一次調圧
油路（１７）は、調圧弁体（２３）の摺動によって開閉
される開閉部（２９）の上流側に入り、この開閉部（２
９）よりケース（２１）外部へ排出されて、潤滑油とし
て各潤滑部へ送られるようになっている。The next pressure regulating valve (4) with a loose fitting valve has a pressure regulating valve body (23) slidably inserted into the case (21) and a loose fitting valve body (24).
). In addition, the loose-fitting valve body (24) is equipped with a spring receiver (24) whose position can be adjusted in the sliding direction.
25) is screwed in, and a pressure regulating valve spring (26) is interposed between this spring receiver (25) and the pressure regulating valve body (23). In addition, the loose fitting valve body (24) and the case (21)
between the stepped portion of the valve body (24) and the pressure regulating valve body (24).
A return spring (27) is provided which pushes back away from 3). The oil passage (11) for operating the loose fitting valve communicates with a hydraulic chamber (28) provided on the back surface of the loose fitting valve body (24). On the other hand, the primary pressure regulating oil passage (17) branched from the main oil passage (5) enters the upstream side of the opening/closing part (29) which is opened and closed by sliding of the pressure regulating valve body (23), and this opening/closing part ( 2
9) is discharged to the outside of the case (21) and sent to each lubricating section as lubricating oil.
このような緩嵌入弁付−次調圧弁（４）の構造及び動作
は前記実開昭５１１１−３５０２０５号公報に記載され
たものと同じであり、その詳しい説明は省略するが、要
するに、中立時においては前記元部油路（５）中の圧油
を３ ｋｇ／ｃ＋ａに設定し、切換弁（３）を切換えて
前進又は後進位置の何れかに嵌入すると、緩嵌入弁体（
２４）の作用により圧油を徐々に上昇させ、最終的には
クラッチ完全嵌入時の設定圧力えば１３ｋｇ／ｃｄに維
持するよう機能する。The structure and operation of such a secondary pressure regulating valve (4) with a loose fitting valve are the same as those described in the above-mentioned Japanese Utility Model Application Publication No. 5111-350205, and a detailed explanation thereof will be omitted, but in short, when in neutral In this case, when the pressure oil in the base oil passage (5) is set to 3 kg/c+a and the switching valve (3) is switched to either the forward or reverse position, the loose fitting valve body (
24) gradually raises the pressure oil and finally maintains the set pressure at, for example, 13 kg/cd when the clutch is fully engaged.
減圧弁（１３）は、減圧弁ケース（３１）内に内装され
、かつ互いに同方向に摺動するよう直列配置された減圧
弁体（３２）と戻しスプール（３３）とを有している。The pressure reducing valve (13) is housed within a pressure reducing valve case (31) and includes a pressure reducing valve body (32) and a return spool (33) arranged in series so as to slide in the same direction.
戻しスプール（３３）の減圧弁体（３２）とは反対側に
おける背面部に油圧室（３４）が設けられ、この油圧室
（３４）に前記減圧弁戻し用油路（１２）の圧油が供給
されるようになっている。A hydraulic chamber (34) is provided on the back side of the return spool (33) opposite to the pressure reducing valve body (32), and the pressure oil of the pressure reducing valve return oil passage (12) is provided in this hydraulic chamber (34). It is now being supplied.
また、同じく戻しスプール（３３）の背面側には、該戻
しスプール（３３）のストロークを調整できる調整ネジ
（３５）が、ケース（３１）の端面へ螺合して取付けら
れ、その調整ネジ（３５）の先端がこのスプール（３３
）の背面に当接している。また、ケース（３１）の中間
部に形成したバネ受は用突起（３６）とこの戻しスプー
ル（３３）の大径摺動部（３７）との間に戻しバネ（４
０）が介装されて、該戻しスプール（３３）を前記スト
ローク調整ネジ（３５）側へ押し付ける方向へ付勢して
いる。Also, on the back side of the return spool (33), an adjustment screw (35) that can adjust the stroke of the return spool (33) is screwed onto the end face of the case (31). The tip of the spool (35) is this spool (33)
) is in contact with the back of the In addition, the spring receiver formed in the middle part of the case (31) is provided between the return spring (4) and the large diameter sliding part (37) of the return spool (33).
0) is interposed to urge the return spool (33) in the direction of pressing the stroke adjustment screw (35).
減圧弁体（３２）は、外径の異なる大小一対の摺動部（
４１） （４２）と、これら両招動部（４１） （
４２）を連結する棒状の連結部（４３）とからなるもの
であって、各摺動部（４１） （４２）が、各々ケー
ス（３１）の内周へ摺動するようにして挿入されている
。また、ケース（３１）には、前記元部油路（５）のポ
ンプ（２）側を接続する入口（４４）と、同じく元部油
路（５）の切換弁（３）側を接続する出口（４５）とを
有し、更に、これら出口（４５）と入口（４４）とを結
ぶ連絡通路（４６）を、上記各摺動部（４１） （４
２）間において連結部（４３）の周りに形成している。The pressure reducing valve body (32) has a pair of large and small sliding parts (
41) (42) and both of these inviting parts (41) (
42), and each sliding part (41) (42) is slidably inserted into the inner periphery of the case (31). There is. The case (31) also has an inlet (44) that connects the pump (2) side of the source oil passage (5) and also connects the switching valve (3) side of the source oil passage (5). an outlet (45), and a communication passageway (46) connecting the outlet (45) and the inlet (44) to each of the above-mentioned sliding parts (41) (4).
2) is formed around the connecting portion (43) between the two.
この通路（４６）は、その途中に通路径を小さくした絞
り部（４７）を有しており、この絞り部（４７）は、減
圧弁体（３２）が摺動すると小径摺動部（４２）によっ
て流路面積が増減されるようになっている。更に、大径
摺動部（４１）の周りには、ケース内壁を溝状に窪ませ
て、前記連絡路（４６）をドレーン通路（４８）側に連
絡する戻し通路（４９）が形成されており、この戻し通
路（４９）は、減圧弁体（３２）が左右方向に摺動する
と開閉されて元部油路（５）を通る圧油の逃がし量を調
節し、この逃がし量の調節と絞り部（４７）の面積の増
減によって該元部油路（５）中の圧力を調整するように
なっている。This passage (46) has a constriction part (47) with a reduced passage diameter in the middle thereof, and when the pressure reducing valve body (32) slides, the constriction part (47) moves into the small diameter sliding part (47). ), the flow path area is increased or decreased. Further, around the large-diameter sliding portion (41), a return passageway (49) is formed by recessing the inner wall of the case in the form of a groove to connect the communication passageway (46) to the drain passageway (48) side. This return passage (49) is opened and closed when the pressure reducing valve body (32) slides in the left and right direction, and adjusts the amount of pressure oil released through the base oil passage (5). The pressure in the source oil passage (5) is adjusted by increasing or decreasing the area of the throttle part (47).
また、減圧弁体（３２）における大径摺動部（４１）側
の先端部には、バネ受はプレー） （５０）が取付けら
れ、このバネ受はプレート（５０）と前記ケース（３１
）の突起（３６）との間に、第１の定圧保持バネ（５１
）が設けられている。他方、小径摺動部（４２）側にお
けるケース（３１）の端面には、圧力調整ネジ（５２）
が出入自在として螺入され、この圧力調整ネジ（５２）
の内端に取付けたバネ受け（５３）と小径摺動部（４２
）との間に、もう１つの第２の定圧保持バネ（５４）が
介装されている。Further, a spring holder (50) is attached to the tip of the pressure reducing valve body (32) on the large diameter sliding part (41) side, and this spring holder is connected to the plate (50) and the case (31).
) and the first constant pressure holding spring (51).
) is provided. On the other hand, a pressure adjustment screw (52) is installed on the end surface of the case (31) on the small diameter sliding part (42) side.
is screwed in and out, and this pressure adjustment screw (52)
The spring receiver (53) attached to the inner end of the small diameter sliding part (42
) is interposed with another second constant pressure holding spring (54).
上記減圧弁体（３２）部分において、入口（４４）より
連絡路（４６）内に入った圧油は、大径摺動部（４１）
と小径摺動部（４２）の端面に作用し、これらの受圧面
には面積差があるため、この連絡路（４６）内の圧油は
、減圧弁体（３２）を図の左方向に摺動させ、前記戻し
通路（４９）を開く方向に作用する。また、この減圧弁
体（３２）に対しては、第１・第２の定圧保持バネ（５
１） （５４）が、その一方（５１）は連絡路（４６
）内の圧油による作用方向とは反対方向に、他方の保持
バネ（５４）はその圧力と同方向に減圧弁体（３２）を
摺動させるよう付勢している。In the pressure reducing valve body (32), the pressure oil that has entered the communication path (46) from the inlet (44) is transferred to the large diameter sliding part (41).
and the end face of the small diameter sliding part (42), and since there is a difference in area between these pressure receiving surfaces, the pressure oil in this communication passage (46) moves the pressure reducing valve body (32) to the left in the figure. It slides and acts in the direction of opening the return passage (49). Further, for this pressure reducing valve body (32), first and second constant pressure holding springs (5
1) (54), but on the other hand (51) is the communication route (46)
), the other retaining spring (54) biases the pressure reducing valve body (32) to slide in the same direction as the pressure.
即ち、減圧弁体（３２）による圧力の調整作用は、連絡
路（４６）内の油圧と第２の定圧保持バネ（５４）の力
を合わせたものと、第１の定圧保持バネ（５１）の力と
の釣り合いによって決まり、これらが釣り合っていると
きは減圧弁体（３２）は一定の位置にある。元部油路（
５）内の圧油が上昇すると減圧弁体（３２）が図の左方
向に摺動して、絞り部（４７）の流路面積を減少させる
とともにドレーン通路（４８）側への逃がし量を増大し
、他方、油圧が低下すると逆方向に摺動して逃がし量等
を減少させ、これによって切換弁（３）側に供給される
圧油の圧力ヲ一定ニｆｆ１つ。この実施例において、こ
の減圧弁体（３２）によって調整される圧油の油圧を７
ｋｇ／ｄ程度に設定する。また、圧力調整ネジ（５２）
を出入させることにより、第２の定圧保持バネ（５４）
の力を増減でき、これによって減圧弁体（３２）による
調整圧力を変更することができる。この場合の圧力調整
範囲は、約７±２ ｋｇ／ｃＪ程度でよい。That is, the pressure adjustment action by the pressure reducing valve body (32) is the combination of the hydraulic pressure in the communication path (46) and the force of the second constant pressure holding spring (54), and the force of the first constant pressure holding spring (51). When these forces are balanced, the pressure reducing valve body (32) is in a constant position. Motobe oil road (
5) When the pressure oil inside rises, the pressure reducing valve body (32) slides to the left in the figure, reducing the flow path area of the throttle part (47) and increasing the amount of relief to the drain passage (48) side. On the other hand, when the oil pressure decreases, it slides in the opposite direction to reduce the amount of relief, etc., thereby keeping the pressure of the pressure oil supplied to the switching valve (3) side constant. In this embodiment, the oil pressure of the pressure oil adjusted by this pressure reducing valve body (32) is set to 7.
Set to about kg/d. Also, the pressure adjustment screw (52)
By moving the spring in and out, the second constant pressure holding spring (54)
The force can be increased or decreased, thereby changing the pressure regulated by the pressure reducing valve body (32). In this case, the pressure adjustment range may be approximately 7±2 kg/cJ.
他方、戻しスプール（３７）は、その背面の油圧室（３
４）内に圧油を供給されると減圧弁体（３２）側に摺動
し、その先端（５５）が減圧弁体（３２）の端面に当接
して、該減圧弁体（３２）を元部油路（５）内の圧油が
上昇する方向へ戻すよう作用する。これによって、該減
圧弁体（３２）によって定圧に調整されていた元部油路
（５）中の圧油を上昇させて、作動筒（８１（９１側に
供給される圧油をクラッチ完全嵌人時の設定圧すで上昇
させる。On the other hand, the return spool (37) is connected to the hydraulic chamber (3
4) When pressure oil is supplied inside, it slides toward the pressure reducing valve body (32), and its tip (55) comes into contact with the end face of the pressure reducing valve body (32), causing the pressure reducing valve body (32) to It acts to return the pressure oil in the source oil passage (5) in the upward direction. As a result, the pressure oil in the base oil passage (5), which had been adjusted to a constant pressure by the pressure reducing valve body (32), is raised, and the pressure oil supplied to the actuating cylinder (81 (91) side is completely fitted into the clutch. Increase the set pressure in human hours.
切換弁（３）内には、筒状のモジュレーティング弁（５
６）が内装されている。このモジュレーティング弁（５
６）の作用は、前記実開昭５９−１５００４２号公報に
記載されたものと同一であり、その詳細構造は省略する
が、要するに、切換弁（３）の中立時においては、緩嵌
入弁作動用油路（１１）側に通ずる通路（５７）を閉じ
ており、切換弁（３）を前進又は後進の一方へ切換える
と、前記作動筒（８）又は（９）側に負荷が掛かるまで
はこの状態を維持し、これによって、緩嵌入弁体（２４
）による緩やかな圧油の上昇作用を行なわしめることな
く、作動筒（８）（９）への油圧値を３ｋｇ／ｃＪのま
まに維持する。そして、作動筒（８１（９１に負荷が掛
かると、モジュレーティング弁（５６）の端面間におけ
る面積差によってこのモジュレーティング弁（５６）が
移動し、前記通路（５７）を開き緩嵌入弁作動用油路（
１１）側へ圧油が供給されて、作動筒＋８１ （（１）
へ供給される油圧を徐々に上昇させる。前記の減圧弁（
１３）は、この上昇段階において、作動筒（８） （９
１への油圧値を、クラソチカ５完全嵌入したときの設定
圧である１３ｋｇ ／ ｃｄよりも低い７ ｋｇ ／
ｄ程度に保持させ、半クラツチ状態を一定時間維持させ
て、機関に過大トルクが作用するのを防止するものであ
る。次に、その油圧の上昇過程を、第３図の油圧特性図
を参照しながら説明する。なお、タラッシュアスターン
は、前述したように、前進位置から中立を経て一気に後
進位置へ２ランチを嵌入するものであるが、ここでは後
進位置から中立までの圧油の変化を省略して、中立から
後進位置へ切換えたときの圧油の変化を説明する。Inside the switching valve (3) is a cylindrical modulating valve (5).
6) is installed inside. This modulating valve (5
The operation of 6) is the same as that described in the above-mentioned Japanese Utility Model Publication No. 59-150042, and the detailed structure is omitted, but in short, when the switching valve (3) is in the neutral state, the loose fitting valve operates. The passageway (57) leading to the oil passageway (11) is closed, and when the switching valve (3) is switched to either forward or reverse, the operation will continue until a load is applied to the operating cylinder (8) or (9) side. This state is maintained, and the loose fitting valve body (24
), the oil pressure value to the actuating cylinders (8) and (9) is maintained at 3 kg/cJ without causing a gradual increase in pressure oil. When a load is applied to the actuating cylinder (81 (91), the modulating valve (56) moves due to the area difference between the end faces of the modulating valve (56) and opens the passage (57) to operate the loose-fitting valve. Oil road (
Pressure oil is supplied to the 11) side, and the operating cylinder +81 ((1)
Gradually increase the oil pressure supplied to the The pressure reducing valve mentioned above (
13) in this rising stage, the operating cylinders (8) (9
1 to 7 kg/cd, which is lower than the set pressure of 13 kg/cd when Clasotica 5 is fully inserted.
This is to prevent excessive torque from acting on the engine by holding the clutch at about d and maintaining the half-clutch state for a certain period of time. Next, the process of increasing the oil pressure will be explained with reference to the oil pressure characteristic diagram shown in FIG. As mentioned above, the Talash Astern inserts two launches from the forward position to the neutral position and then to the reverse position at once, but here we will omit the change in pressure oil from the reverse position to the neutral position. The change in pressure oil when switching from neutral to reverse position will be explained.
まず、切換弁（３）が中立位置にあるときは、第１図の
回路でわかるように、緩嵌入弁作動用油路（１１）及び
減圧弁戻し用油路（１２）には圧油は供給されてなく、
−次調圧弁＋４．）においては、緩嵌入弁による圧力調
整作用を受けることなく、該−次調圧弁（４）によって
設定された前記３ｋｇ／ｃａｔの圧力値に元部油路（５
）の圧力を維持している。また、減圧弁（１３）におい
ても同様であって、減圧弁体（３２）は、元部油路（５
）中の圧力が上昇して７ｋｇ／ｃｄを越えたとき、前記
戻し通路（４９）を開いて常に圧力を７１ｗ／ｃｄに維
持するよう設定されているので、元部油路（５）中の圧
油は３ｋｇ／ｃｄのままである。First, when the switching valve (3) is in the neutral position, as can be seen from the circuit in Figure 1, there is no pressure oil in the loose-fitting valve operating oil passage (11) and the pressure reducing valve return oil passage (12). Not supplied,
-Next pressure regulating valve +4. ), the source oil passage (5
) maintains pressure. Further, the same applies to the pressure reducing valve (13), and the pressure reducing valve body (32) is connected to the base oil passage (5).
) When the pressure in the oil passage (5) rises and exceeds 7 kg/cd, the return passage (49) is opened to maintain the pressure at 71 w/cd. Pressure oil remains at 3 kg/cd.
さて、このような状態から切換弁（３）を後進側へ切換
えると、元部油路（５）中の圧油は後進作動筒（９）へ
供給されるとともに、緩嵌式弁作動用油路（１１）及び
減圧弁戻し用油路（１２）にも供給される。Now, when the switching valve (3) is switched to the reverse side from this state, the pressure oil in the base oil passage (5) is supplied to the reverse operation cylinder (9), and the loose-fit type valve operation oil is also supplied to the reverse operation cylinder (9). It is also supplied to the oil passage (11) and the pressure reducing valve return oil passage (12).
前述したように、緩嵌式弁作動用油路（１１）側からの
圧油は、−次調圧弁体（２３）による調整圧力を徐々に
上昇させるよう緩嵌入弁体（２４）を摺動させるもので
あるが、モジュレーティング弁（５６）の作用により一
定時間緩嵌入弁作動用油路（１１）側に圧油が供給され
ないようになっているから、第３図の如く一定時間作動
筒（９）への油圧値を３ｋｇ／−に維持した後、元部油
路（５）中の圧油を徐々に上昇させ、クラッチが徐々に
接続し始める。As mentioned above, the pressure oil from the loose-fitting valve operating oil passage (11) slides on the loose-fitting valve body (24) so as to gradually increase the pressure regulated by the second pressure regulating valve body (23). However, due to the action of the modulating valve (56), pressure oil is not supplied to the oil passage (11) for operating the loose fitting valve for a certain period of time. After maintaining the oil pressure value to (9) at 3 kg/-, the pressure oil in the base oil passage (5) is gradually increased, and the clutch gradually starts to be connected.
そして、元部油路（５）中の油圧が上昇して減圧弁体（
３２）によって設定された７ ｋｇ／ｃｊを越えると、
該減圧弁体（３２）が摺動して戻し通路（４９）側への
逃がし量を増大させるから、作動筒（９）側へ供給され
る油圧値はこの７ｋｇ／−に維持される。このとき、ク
ラッチは半クラツチ状態にあり、機関側に過大トルクが
作用しない状態でプロペラが回り始める。Then, the oil pressure in the base oil passage (5) rises and the pressure reducing valve body (
If it exceeds 7 kg/cj set by 32),
Since the pressure reducing valve body (32) slides and increases the amount of relief to the return passage (49) side, the oil pressure value supplied to the operating cylinder (9) side is maintained at this 7 kg/-. At this time, the clutch is in a half-clutch state, and the propeller begins to rotate without excessive torque acting on the engine.
他方、このように元部油路（５）中の圧油が７ｋｇ／−
になると、減圧弁戻し用油路（１２）中に設けた絞り（
１６）の作用により、減圧弁（１３）における戻しスプ
ール（３３）の油圧室（３４）側に圧油が供給されて該
戻しスプール（３３）が減圧弁体（３２）側に摺動を始
め、その先端（５５）が該減圧弁体（３２）の端面に当
接した段階でこの減圧弁体（３２）を押し戻す。これに
よって、該減圧弁体（３２）による圧力調整作用が解除
され、再び、前記緩嵌入弁付−次調圧弁（４）によって
油圧が徐々に上昇し始め、作動筒（９）に供給される圧
油の油圧値が、クラッチ完全嵌入時の設定圧力である１
３ｋｇ／ｃＪとなって、クラッチが完全に接続された状
態となる。On the other hand, as shown above, the pressure oil in the base oil passage (5) is 7 kg/-
When this happens, the throttle (
16), pressure oil is supplied to the hydraulic chamber (34) side of the return spool (33) in the pressure reducing valve (13), and the return spool (33) begins to slide toward the pressure reducing valve body (32). When the tip (55) comes into contact with the end face of the pressure reducing valve body (32), the pressure reducing valve body (32) is pushed back. As a result, the pressure regulating action by the pressure reducing valve body (32) is released, and the hydraulic pressure starts to gradually increase again by the second pressure regulating valve (4) with a slow-fitting valve, and is supplied to the operating cylinder (9). The hydraulic pressure value of the pressure oil is the set pressure when the clutch is fully engaged.1
3 kg/cJ, and the clutch is fully connected.
従って、作動筒（９）へ供給される油圧が、半クラツチ
状態を保持する７ｋｇ／−に維持される時間は、元部油
路（５）中の油圧が１ｋｇ／ｃＩａになって戻しスプー
ル（３３）へ圧油が作用し始めてから、このスプール（
３３）が摺動して前記減圧弁体（３２）を押し戻すまで
の時間によってきまることとなり、これは前記ストロー
ク調整ネジ（３５）による戻しスプール（３３）のスト
ロークを調整することによって適宜設定することができ
る。他方、減圧弁体（３２）による元部油路（５）中の
調整圧は、圧力調整ネジ（５２）によって調整できるこ
とは前述したとおりである。Therefore, the time during which the oil pressure supplied to the actuating cylinder (9) is maintained at 7 kg/- to maintain the half-clutch state is the time when the oil pressure in the base oil passage (5) becomes 1 kg/cIa and the return spool ( After pressure oil starts acting on 33), this spool (
33) slides and pushes back the pressure reducing valve body (32), and this can be set appropriately by adjusting the stroke of the return spool (33) using the stroke adjustment screw (35). I can do it. On the other hand, as described above, the pressure adjusted in the base oil passage (5) by the pressure reducing valve body (32) can be adjusted by the pressure adjustment screw (52).
なお、切換弁（３）を再び中立位置に戻すと、緩嵌大弁
作動用油路（１１）及び減圧弁戻し用油路（１２）中の
圧油が総てドレーン（１８）側に通じるので元部油路（
５）中の圧油は一次調圧弁（４）によって調圧された３
ｋｇ ／ ｃｒＭに戻ることとなる。In addition, when the switching valve (3) is returned to the neutral position again, the pressure oil in the loose-fitting large valve operating oil passage (11) and the pressure reducing valve return oil passage (12) all communicate to the drain (18) side. Therefore, the Motobe oilway (
5) The pressure oil inside is regulated by the primary pressure regulating valve (4).
It will return to kg/crM.
第３図において、破線部は緩嵌入弁付−次調圧弁（４）
及びモジュレーティング弁（５６）を備えた従来の場合
の油圧上昇過程を示す。In Fig. 3, the broken line indicates the next pressure regulating valve (4) with a loose fitting valve.
and a hydraulic pressure increasing process in a conventional case equipped with a modulating valve (56).
発明の効果
このように本発明によれば、クラッチ切換え時の油圧が
クラッチ完全嵌入時の設定圧に達する途中の段階で、該
設定圧よりも弱いクラッチ嵌大圧力を一定時間保持する
減圧弁を設けていることから、油圧クラッチへ供給され
る圧油が一気に完全嵌入圧まで上昇することなく、一定
時間いわゆる半クラッチの状態を維持することとなり、
機関へ急激な負荷がかかってエンストを起こす虞れがな
いという効果がある。Effects of the Invention As described above, according to the present invention, when the hydraulic pressure at the time of clutch switching reaches the set pressure when the clutch is fully engaged, a pressure reducing valve is provided which maintains the clutch engagement pressure, which is weaker than the set pressure, for a certain period of time. Because of this, the pressure oil supplied to the hydraulic clutch does not rise all at once to the full engagement pressure, and maintains a so-called half-clutch state for a certain period of time.
This has the effect that there is no risk of engine stalling due to sudden load on the engine.
第１図は本発明実施例の油圧回路図、第２図は緩嵌入弁
付−次調圧弁及び減圧弁の具体的構造を示す要部縦断面
図、第３図は本発明実施例において油圧クラッチへ供給
される油圧の上昇過程を示す油圧特性図である。
（２）・・・油圧ポンプ、（３）・・・切換弁、＋７１
＋８１・・・クラッチ作動筒、（１３）・・・減圧弁
。Fig. 1 is a hydraulic circuit diagram of an embodiment of the present invention, Fig. 2 is a vertical cross-sectional view of main parts showing the specific structure of a pressure regulating valve with a loose fitting valve and a pressure reducing valve, and Fig. 3 is a hydraulic circuit diagram of an embodiment of the present invention. FIG. 3 is a hydraulic characteristic diagram showing an increasing process of the hydraulic pressure supplied to the clutch. (2)...Hydraulic pump, (3)...Switching valve, +71
+81...Clutch operating cylinder, (13)...Pressure reducing valve.
Claims (1)
筒へ送るようにした油圧回路において、前記切換弁によ
るクラッチの切換え時に、中立時の油圧からクラッチ完
全嵌入時の設定圧に達する途中の段階で、前記設定圧よ
りも弱いクラッチ嵌入圧力を一定時間保持する減圧弁を
設けたことを特徴とする油圧式クラッチの油圧調整装置
。In a hydraulic circuit configured to send pressure oil from a hydraulic oil pump to a clutch actuating cylinder via a switching valve, when the switching valve switches the clutch, the hydraulic pressure at the neutral state is on the way to the set pressure when the clutch is fully engaged. A hydraulic pressure adjustment device for a hydraulic clutch, characterized in that a pressure reducing valve is provided for maintaining a clutch engagement pressure weaker than the set pressure for a certain period of time in the step.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60081164A JPS61241532A (en) | 1985-04-15 | 1985-04-15 | Oil pressure adjusting device for hydraulic-type clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60081164A JPS61241532A (en) | 1985-04-15 | 1985-04-15 | Oil pressure adjusting device for hydraulic-type clutch |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61241532A true JPS61241532A (en) | 1986-10-27 |
Family
ID=13738815
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60081164A Pending JPS61241532A (en) | 1985-04-15 | 1985-04-15 | Oil pressure adjusting device for hydraulic-type clutch |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61241532A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6679740B1 (en) * | 1999-09-02 | 2004-01-20 | Yanmar Diesel Engine Co., Ltd. | Method of hydraulically controlling a marine speed reducing and reversing machine in crash astern operation |
| US7270224B2 (en) * | 2002-10-01 | 2007-09-18 | Zf Friedrichshafen Ag | Device for the optimization of hydraulically controlled engagement of clutches used in marine transmissions |
| JP2009264430A (en) * | 2008-04-23 | 2009-11-12 | Yamaha Motor Co Ltd | Boat propulsion system, control device and control method for the same |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5346585U (en) * | 1976-09-25 | 1978-04-20 | ||
| JPS5514831U (en) * | 1978-07-13 | 1980-01-30 | ||
| JPS5528917U (en) * | 1978-08-12 | 1980-02-25 |
-
1985
- 1985-04-15 JP JP60081164A patent/JPS61241532A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5346585U (en) * | 1976-09-25 | 1978-04-20 | ||
| JPS5514831U (en) * | 1978-07-13 | 1980-01-30 | ||
| JPS5528917U (en) * | 1978-08-12 | 1980-02-25 |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6679740B1 (en) * | 1999-09-02 | 2004-01-20 | Yanmar Diesel Engine Co., Ltd. | Method of hydraulically controlling a marine speed reducing and reversing machine in crash astern operation |
| US7270224B2 (en) * | 2002-10-01 | 2007-09-18 | Zf Friedrichshafen Ag | Device for the optimization of hydraulically controlled engagement of clutches used in marine transmissions |
| JP2009264430A (en) * | 2008-04-23 | 2009-11-12 | Yamaha Motor Co Ltd | Boat propulsion system, control device and control method for the same |
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