JPS6125593B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention uses the setting signal pressure of the control handle when the variable pitch propeller is set at low speed to directly set the pitch of the variable pitch propeller (main propulsion engine output setting),
When the setting of the steering wheel becomes excessive, the pitch setting signal pressure is automatically reduced and the reduced signal pressure is used as the driving pitch setting signal pressure. The output display signal pressure is output from the pressure reducing valve of the pressure reducing valve unit with piston.
The present invention relates to a pitch setting signal generation method for a variable pitch of a variable pitch propeller, which is reduced to a predetermined pressure and used as a pitch setting signal pressure for driving the variable pitch propeller.

[Conventional technology and its problems]

When it is necessary to repeatedly start and stop a ship, it is inefficient to generate the control operation in the main propulsion engine, and in some cases, it may even be difficult to perform the control operation. Therefore, in such ships, a variable pitch propeller whose propeller pitch can be changed is connected via a variable pitch propeller drive mechanism to the output shaft of the main propulsion engine, which rotates in a fixed direction at a constant speed, and its propulsion section is It is configured.

When such a variable pitch propeller drive mechanism is controlled via the setting of the steering wheel and the variable pitch propeller drive control means that responds to this setting, the signal value generated in response to the setting of the steering wheel. If the pitch of the variable pitch propeller is set to 1, the required torque of the variable pitch propeller will exceed the output of the main propulsion engine, resulting in an overload.

Such an overload applies excessive fuel to the main propulsion engine, which not only causes the main propulsion engine to operate excessively, but also increases fluctuations in its rotational speed, which adversely affects the proper operation of the main propulsion engine. Such defects become noticeable when ships are maneuvered at high speeds, and have become a major problem in maneuvering ships.

Furthermore, a control method in which the setting amount of the steering wheel indirectly affects the pitch setting of the variable pitch propeller inevitably results in poor maneuverability.

Therefore, efforts are being made to develop pitch control methods for variable pitch propellers in variable pitch propeller ships that prevent overloads that may occur in the main propulsion engine as described above, especially during high-speed maneuvering, and that also provide good maneuverability. This is where I was being held.

[Purpose of the invention]

The present invention has focused on the above-mentioned problems and has been devised to effectively solve them.

The purpose of the present invention is to set an appropriate pitch angle even when the steering wheel is operated at high speeds and low speeds, thereby preventing the main engine from being overloaded and changing the rotational speed of the main engine. The main point is to minimize the negative effects by minimizing the negative effects.

[Summary of the invention]

In order to achieve the above object, the present invention compares the main engine output display signal pressure generated in response to the governor output at low speed settings with a predetermined maximum main engine output display signal pressure at low speed, and calculates the main engine output. During the range in which the display signal pressure does not exceed the maximum main engine output display signal pressure at low speeds, the pitch setting signal pressure set with the control handle is used as the drive pitch setting signal pressure, and the main engine output display signal pressure does not exceed the maximum main engine output display signal pressure at low speeds. While the signal pressure exceeds the maximum main engine output display signal pressure at low speed, the pitch setting signal pressure is gradually reduced until the main engine output display signal pressure becomes equal to the maximum main engine output display signal pressure at low speed. The reduced signal pressure is used as the drive pitch setting signal pressure, and on the other hand, when setting high speed, the main engine output setting signal pressure output from the control handle side and the main engine output display signal pressure output from the governor side are used. While the main engine output setting signal pressure is greater than the main engine output display signal pressure, the predetermined maximum main engine output display signal pressure at high speed is used as the drive pitch setting signal pressure, and the main engine output setting signal pressure is While it is lower than the main engine output display signal pressure, the maximum main engine output display signal pressure at high speed is set as the upper limit, and it is gradually decreased from this value until they become the same value, and the reduced signal pressure is used to set the drive pitch above. It is configured to be used as a signal pressure, and while completely eliminating the occurrence of overload during high-speed and low-speed maneuvering, it is possible to set the pitch and output of the main propulsion engine according to the settings of the control handle with good maneuverability. It was summer.

〔Example〕

Hereinafter, a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows an embodiment of the invention. 1 indicates a single control handle, and its setting display is shown in FIG. A pressure signal cam 2 and a forward/backward movement cam 3 are mounted on a shaft 1a rotated by a handle 1.
is permanently installed. A three-way valve 4 for forward signal and a three-way valve 5 for reverse signal, each having rollers 4a and 5a mounted on the cam surface of cam 3, are arranged close to cam 3, and the control handle 1 is rotated to its maximum position. A limit switch 6 is disposed adjacent to the cam 3, which is actuated by the cam 3 when the set position is set within a predetermined setting range.

In its axial direction, the shaft 1a is movable left and right with respect to FIG. Operate the direction valve 8. 9 is a control air pressure source (hereinafter referred to as
It is called a pneumatic source. ) is a pressure reducing valve 9 that adjusts the air pressure from the cam 2 according to the rotation of the cam 2. A roller 9b at the tip of the valve stem 9a rides on the cam surface of the cam 2, and the first Regarding the figure, it is possible to move up and down. The pressure reducing valve 9 generates an output as shown in FIG. 3 for the set position of the handle 1. This output becomes the main engine output setting signal pressure that sets the main engine output when the high speed is set, and becomes the pitch setting signal pressure that sets the pitch angle when the low speed is set. In the figure, AHD represents forward movement and AST represents backward movement.

The discharge port of the pressure reducing valve 9 (from which the set pressure (set signal pressure) is supplied to various locations described later) is connected to the solenoid valve 14.
When the valve is not energized, it exits through the first input port of the three-way valve 11 and further through the first input port of the three-way valve 12, and is communicated with the D port of the known piston-equipped pressure reducing valve unit 13.

As described above, when the handle 1 is set at a low speed, the A port of the unit 13 is directly connected to the discharge port of the pressure reducing valve 16 via the interlock valve 15 which is open.

The pressure reducing valve 16 is connected to the output shaft 17a (arrow) of the main engine speed governor 17, which is also used to control the fuel consumption of the main engine in response to fluctuations in the output of the main propulsion engine (hereinafter referred to as the main engine) of a variable pitch propeller ship. This is a pressure reducing valve that regulates the air pressure from the above-mentioned air pressure source in response to the displacement of the main engine fuel rack (which is also connected to the main engine fuel rack) and generates the main engine output display signal pressure.

Similarly to the above, when the handle 1 is set to a low speed, the discharge port of the pressure reducing valve 18, which receives air pressure from the above-mentioned air pressure source and generates the maximum main engine output display signal pressure at low speeds, connects to the first input port of the three-way valve 19. It is connected to the B port of the pressure reducing valve 13 with a piston.

The D port of the piston-equipped pressure reducing valve 13 is connected to the E port via a pressure reducing valve 13a that adjusts the valve opening as described later.
communicated to the port. A check valve 20 as shown is provided between the D port and the E port.

On the other hand, when the handle 1 is set to a high speed setting, the established state of the air pressure supply path to the A port of the piston-equipped pressure reducing valve unit 13 is different from when the pressure reducing valve unit 13 is set to a low speed, and the output signal pressure of the pressure reducing valve 16 is 22 or as a signal pressure processed by the interlock valve 15. Its B port is 3-way valve 1
9 to the discharge port of the three-way valve 11,
A signal pressure processed by the pressure reducing valves 9, 18 or the solenoid valve 14 is applied to this B port. This D port is communicated through a three-way valve 12 to a discharge port of a pressure reducing valve 21 which receives air pressure from the above-mentioned air pressure source and generates the maximum main engine output display signal pressure at high speed.

The B port of the unit 13 is a pressure reducing valve to which a second input port on the non-operating side is connected via a three-way valve 19 and a three-way valve 11 that responds to the excitation operation of the solenoid valve 14 when the solenoid valve 14 is energized. 23, and when the solenoid valve 14 is de-energized, the three-way valve 11
is connected to the discharge port of the pressure reducing valve 9 to which the first input port on the operating side is connected.

The outlet of pressure reducing valve 23 is also connected to one inlet of differential pressure switches 24 and 25, the other input of which is connected to the outlet of pressure reducing valve 9.

A roller 23b rotatably attached to the tip of a valve stem 23a of the pressure reducing valve 23 rides on the cam surface of a cam 27 fixed to a rotating shaft 26a of a motor 26 whose rotation is controlled as described later. . When the motor 26 is rotated in either direction, the air pressure from the control air pressure source is reduced according to the shape of the cam surface that the roller 23b follows, and the air pressure is discharged from the outlet of the pressure reducing valve 23 according to the shape of the cam surface that the roller 23b follows. Generates air pressure determined by shape. Limit switches 28 and 29 are provided at the end of the rotating shaft 26a of the motor 26 to restrict rotation of the motor 26.

Referring to FIG. 4, the solenoid valve 14 and motor 26
I will explain about it. As shown in FIG. 4, the solenoid valve 14 is actuated by a relay X1 which is actuated by the closing of the limit switch ₆ , and by a relay _X3 or _X2 which is actuated by the closing of the differential pressure switch 24 or 25. It is configured as follows. Further, the control circuit for the motor 26 determines the rotation direction of the motor 26 in the direction in which the discharge pressure from the pressure reducing valve 23 decreases in relation to the cam 27 when the differential pressure switch 24 is closed.
5, the direction of rotation of the motor 26 is determined in the direction in which the discharge pressure from the pressure reducing valve 23 increases in relation to the cam 27. The control circuit for the motor 26 is also controlled by a limit switch 34 and a push button switch (not shown), which will be described later.
In FIG. 4, T ₁ , T ₂ , T ₃ and T ₄ are timer switches, and X ₅ and X ₆ are relugs.

Continuing the explanation by returning to FIG. 1 again, the E port of the piston-equipped pressure reducing valve unit 13 may be the same as the F port or may be different. This E port is connected to an integral element 30, that is, a throttle 30a, a check valve 30b as shown attached thereto, and a throttle 30c.
and a check valve 30d as shown attached thereto.
It is connected to the C port via the air reservoir 30e.

The discharge ports of the three-way valves 7 and 8 are connected to a governor positioner 17b, and the piston rod thereof is connected to a speed setting lever 17c.

The E port of unit 13 is connected to a three-way valve 31 controlled by three-way valve 4 and a three-way valve 32 controlled by three-way valve 5. The outputs of the output ports of the three-way valves 31 and 32 are the force balance type servo mechanism 33A and the position balance type servo mechanism 3, respectively.
3B and a variable pitch propeller drive mechanism 33 consisting of a variable pitch propeller changing device 33C.

The output ports of the three-way valves 31 and 32 are connected to the A port and B port of the piston unit _33A1 of the servo mechanism 33A, respectively. One end of the piston rod _33A11 of the piston unit _33A1 is pivotally connected to a position close to the pivot joint of the pivoted balance bar _33A2 , and the other end is fixed to the switching control part of the spool valve (four-way valve) _33A3 . ing.
The first port of the spool valve _33A3 is supplied with hydraulic pressure from a hydraulic system (not shown), as shown by the incoming arrow, and its second port is connected to the return portion of the hydraulic system, as shown by the outgoing arrow. Spool valve 3
The third port of 3A ₃ is the 1 of hydraulic cylinder 33A ₄
the fourth port is connected to the hydraulic cylinder 33
Connected to the other side of _A4 . Hydraulic cylinder 33
Spring unit 3 with piston rod 33A ₅₁ connected to piston rod 33A ₄₁ of A _4
3A5 is pivotally attached to the tip of the above-mentioned balance bar _33A2 .

Piston rod 33A ₄₁ of hydraulic cylinder 33A ₄
is the bent elongated hole 33 of the pitch setting lever _33B1 , which is a component of the position balance type servo mechanism 33B.
It is slidably fitted within B ₁ a. The pitch setting lever 33B ₁ (see Fig. 5) is used to convert the relationship between propeller horsepower requirements for pitching (see Fig. 6), which has high-order non-linearity, into a linear relationship. The end opposite to the bent elongated hole is fixed to the rotation shaft _33B2 . Rotation axis 33
A lever _33B3 is fixed to the end of _B2 , and _{a rod 33B4 is} erected at the tip of the lever, extending to the side opposite to the lever 33B1. Rotation axis 3
Another rotation shaft _33B5 is provided on the axis of the rod _3B2 and spaced apart from the rod _33B4 ,
A pitch feed back lever _33B6 is fixed to one end of this rotating shaft _33B5 , a limit switch lever _33B7 is fixed to the other end, and the above-mentioned limit switch ₃₄ is disposed near the tip of the lever 33B7. has been done. A rod _33B8 is erected at one end of the pitch feed back lever _33B6 toward the above-mentioned rod _33B4 . Balance hawk 3 having notches 33B _9U and 33B _9L that fit into the rods 33B ₈ and 33B ₄ , respectively.
_3B10 is rotatably provided. Hawk 33
A rod _33B11 is pivotally mounted approximately in the middle of _B10 , and the tip of this rod is pivotally mounted to the control section of the main spool valve _33B12 . This main spool valve 33B ₁₂ , like the spool valve 33A ₃ , receives hydraulic pressure from a hydraulic system (not shown) as indicated by the incoming arrow, and also communicates with the return section of the hydraulic system as shown by the outgoing arrow, while being connected to a variable pitch propeller adjustment device. 33C, as shown. The other end of the pitch feed back lever _33B6 is pivotally connected to the rear end of the propeller shaft 35 extending from the adjustment device 33C.

The operation of the present invention constructed as described above will be explained below.

In this explanation, the relationship between the signal pressure at the E port of the piston-equipped pressure reducing valve unit and the hydraulic cylinder stroke is shown in FIG.

It is now assumed that the control handle 1 is set to the low speed side and the main engine output is less than the maximum main engine output at low speed.

The position of each valve in this case is shown in FIG.

That is, the low speed signal three-way valve 7 is moved, a signal is applied from the right side of the positioner 17b, and the main engine is operated at low speed.

At the same time, the signal from the positioner 17b passes through the double check valve 10 and pushes up the three-way valve 11, and therefore the signal from the pressure reducing valve 9 (pitch setting signal pressure) passes through the three-way valve 12 and reaches the D port of the pressure reducing valve 13a. .

At this time, the three-way valves 19 and 12 are in the positions shown in FIG. Leads to B port.

Here, the interlock valve 15 operates only when the signals from the solenoid valve 14 and the high-speed signal three-way valve 8 enter at the same time, so it is not operating in this case, and the signal from the pressure reducing valve 16 (main engine The output setting signal pressure) bypasses the throttle check valve 22 and is directly applied to the A port of the piston-equipped pressure reducing valve unit 13.

No matter what value the setting is within the setting range of the handle 1, the pitch setting signal pressure generated by the pressure reducing valve 9 according to the setting will be applied to the pressure reducing valve of the pressure reducing valve unit 13 with piston. The pressure is not reduced at step 13a, but is applied to the pitch propeller drive mechanism 33 as a drive pitch setting signal pressure. This is because the piston 13b on one side of the unit 13 is pushed upward under the above setting conditions, and the piston 13d on the other side is pushed down via the lever 13c to fully open the pressure reducing valve 13a.

Therefore, under the above setting conditions, the pitch setting signal pressure set by the handle 1 is used to set the driving pitch via the three-way valve 31 or 32, regardless of the setting of the forward AHD or reverse AST of the handle 1. Variable pitch propeller drive mechanism 3 as signal pressure
3 piston unit 33A ₁ A port or B
port and thus directly affects the variable pitch propeller setting action.

Such pitch setting of a variable pitch propeller also occurs when changing a set value from a certain set value using the handle 1. To explain this, even during such a setting change, the pressure reducing valve 13a is opened even when the pitch setting signal pressure increases, as is clear from the above explanation, and when the pitch setting pressure decreases, the check valve 20 is also opened. This is because it works.

Now, suppose that the pitch setting signal pressure from the handle 1 is further increased and the main engine becomes overloaded.

When such a large pitch is used, the required torque of the propeller increases accordingly, and the main engine output display signal pressure from the pressure reducing valve 16, which is regulated by the output shaft 17a of the main engine speed governor 17, increases. The fuel rack connected to the output shaft is also operated to increase the amount of fuel, and excess fuel is supplied to the main engine. Therefore, if this increase continues,
Eventually, the main engine output display pressure exceeds the maximum main engine output display pressure set by the pressure reducing valve 18.

Then, the signal pressure at the A port of the piston-equipped pressure reducing valve unit 13 becomes greater than the signal pressure at the B port.

When this condition occurs, the first side piston 13b
is moved downward, and the piston 13d on the other side is moved upward. Piston 13
As the piston 13d moves upward, the valve stem of the pressure reducing valve 13a is moved upward to close the pressure reducing valve 13a and stop the movement of the valve stem.
There is no closing element (valve stem tip) in the lower opening of the piston 13d, which communicates with the exhaust pressure means including the hole provided therein, and the drive being sent to the variable pitch propeller drive mechanism 33 from the E port. The pitch setting signal pressure is decreased by proportional-integral operation according to the following equation.

P _E = K {(P _B - P _A ) + 1/T∫ (P _B - P _A ) dt} ...(1) [However, in the above formula (1), P _E is the pitch setting signal pressure, and K is the lever 13c lever ratio L ₁ /L ₂ , P _B is the maximum main engine output display pressure, P _A is the main engine output display pressure, T
is the time constant due to the throttles 30a and 30c and the air tube 30e]. To explain this in more detail, the pressure change at the E port generated by the vertical pressure difference P _B - P _A of the piston 13b is delayed and applied to the C port (positive feedback) through the integral element 30, and thus the pressure difference P A change in _B - P _A is gradually caused at the E port to reduce the pressure at the E port. Such an operation is performed until the pressures at the A port and the B port become the same.

In this way, a decreasing pitch set pressure is applied to the variable pitch propeller drive mechanism 33, which reduces the pitch of the variable pitch propeller, thereby reducing the required torque of the propeller, and reducing the pressure reducing valve 1.
Decrease the main engine output display signal pressure from 6. When this main engine output display signal pressure becomes equal to the maximum main engine output display signal pressure at low speed, the pitch setting signal pressure being supplied to the variable pitch propeller drive mechanism 33 stops decreasing. Even if a situation where P _B > P _A occurs when correcting
The time constant is different in (1).

In this way, if the control handle setting is within the maximum main engine output display signal pressure at low speed, the pitch setting signal pressure is set accordingly, and if the control handle setting exceeds the maximum main engine output display signal pressure at low speed, the above-mentioned pitch setting signal pressure is set. Following the reduction process as described above, the pitch setting signal pressure corresponding to the maximum main engine output display signal pressure at low speed is finally supplied to the variable pitch propeller drive mechanism 33 as the driving pitch setting signal pressure, thereby preventing overload or excessive fuel use. Eliminate the condition as quickly as possible.

In other words, in a situation where the main engine output is about to exceed a predetermined value, the pitch is automatically stopped or reduced to prevent the main engine output from exceeding the predetermined value, and the overload is prevented. Prevented.

Next, assume that the control handle 1 is set at high speed, but within the predetermined setting range mentioned above (the range in which the limit switch 6 does not operate).

The position of the main valve in this case is shown in Figure 14a.
If the limit switch 6 is not closed, the solenoid valve 14 is not energized, as can be seen from FIG. As is clear from the figure, the pitch setting signal pressure (as in the case of low speed setting) does not directly become the pitch setting signal pressure.) is applied to the B port of the piston-equipped pressure reducing valve unit 13 via the three-way valve 19. The solenoid valve 14 is connected to the A port of the unit 13.
When the main engine output display signal pressure from the pressure reducing valve 16 is not energized, the main engine output display signal pressure is supplied via the throttle check valve 22.
Further, the maximum main engine output display signal pressure at high speed is supplied from the pressure reducing valve 21 to the D port. In addition, the main engine speed governor 17 is set to the high speed side by the action of the positioner 17b, so the maximum value Hmax (100%) that the governor output shaft 17a can take is the maximum value that can be taken when the speed is set at low speed, as shown in FIG. Lmax, and the main engine output display signal pressure (vertical axis) generated from the pressure reducing valve 16 also becomes larger.

As mentioned above, when each display signal pressure is supplied to the piston-equipped pressure reducing valve unit 13, as can be seen from what was explained at the time of low speed setting, the above-mentioned handle 1 follows the previously set signal pressure. The pitch setting pressure is established at the E port of the unit 13, and the balance between both pistons of the unit 13 is maintained so that the drive pitch setting signal pressure is maintained, and the pressure reducing valve 13a is opened accordingly. What was done at the degree (degree of reduction) collapses.

Depending on whether the setting of the handle 1 is greater or less than the previous setting, first the piston 13b moves upwards or downwards. This change changes the opening degree of the pressure reducing valve 13a, increasing or decreasing the pressure at the E port, and while transmitting this pressure change to the C port via the integral element, the variable pitch propeller drive mechanism is operated in the direction of increasing or decreasing pitch. This causes the main engine output display signal pressure from the pressure reducing valve 16 to increase or decrease.

As this operation progresses, the pressure applied above and below the piston 13b and the piston 13d will eventually increase.
A balance is created between the pressures applied above and below, and the valve opening degree of the pressure reducing valve 13 stops changing. When set to the lower side, the check valve 20 also operates. The pressure generated from the E port at this time is the drive pitch setting signal pressure corresponding to the set value set by the handle 1.

That is, while the main engine output setting signal pressure output from the handle 1 is smaller than the main engine output display signal pressure output from the pressure reducing valve 16, the maximum main engine output display signal pressure at high speed is increased until these become the same value. A signal pressure gradually reduced from the upper limit is output from the E port as a drive pitch setting signal pressure.

In this way, the power of the main engine can be determined by means of the control handle 1.

In order to increase the main engine output setting, it is assumed that the handle 1 is set outside the above-mentioned predetermined range (the range in which the limit switch 6 operates) and is increased or decreased outside this range.

Then, limit switch 6 is turned on, and either differential pressure switch 24 or 25 is turned on, and solenoid valve 1 is turned on.
4 is excited. The main valve position at this time is the 14th position.
Figure b. Note that the positions of the valves 7, 8, 12, and 19 are the same as in FIG. 14a.

The maximum main engine output display signal pressure at high speed to the D port of the piston-equipped pressure reducing valve unit 13 does not change, but the A
The supply pressure to the port and B port changes as follows.

Now, regardless of the magnitude of the setting pressure that is preceded by the main engine output display setting signal pressure set by the handle 1,
The solenoid valve 14 is closed and the interlock valve 1
5 is opened, the main engine output display signal pressure is directly supplied to the A port.

Further, the main engine output display signal pressure set by the handle 1 is not immediately supplied to the B port.
The air pressure changes from the previous signal pressure to the currently set signal pressure at a rate that causes a change in pressure applied to the cam surface of the cam 27 rotated by the motor 26 driven by the closing of the differential pressure switch. is generated from the pressure reducing valve 23, and this air pressure is compared with the set pressure from the pressure reducing valve 9 by the differential pressure switch 24 (when descending) or 25 (when rising), and while this comparison continues, the solenoid valve 14 is closed as described above. Thus, the air pressure from the pressure reducing valve 23 is supplied to the B port via the three-way valve 11.

When the air pressure from the pressure reducing valve 23 matches the set pressure from the pressure reducing valve 9, in other words, the differential pressure switch 2
When the solenoid valve 4 or 25 is opened, the solenoid valve 14 is de-energized and opened, and the motor 26 is stopped. Therefore,
From this point on, the B port will receive the main engine output setting signal pressure of the pressure reducing valve 9. Further, the discharge pressure of the pressure reducing valve 23 is the set pressure of the pressure reducing valve 9.

By applying the supply pressure to the A port and the B port of the piston-equipped pressure reducing valve unit 13 in this way, as can be inferred from the above explanation,
While the main engine output setting signal pressure of the B port is greater than the main engine output display signal pressure of the A port, the piston 13b
is set upward, and the check valve 13a is fully open. Therefore, the maximum main engine output display signal pressure at high speed from the pressure reducing valve 21 is output to the E port without being reduced, and the driving pitch setting signal pressure remains unchanged. used as. In such a state, the pitch angle gradually increases and the main engine output increases, but as long as the pressure at the B port is greater than the pressure at the A port, the driving pitch setting signal pressure is output from the E port as described above. be done. When the main engine output becomes overloaded due to the influence of tidal currents, the pressure at port A becomes greater than the pressure at port B, and piston 1
3b is gradually pushed down to gradually reduce the signal pressure from the E port (drive pitch setting signal pressure). Then, since the pitch angle becomes smaller, the main engine output also gradually decreases, which acts to gradually lower the pressure at the A port.

In this way, the movement of the piston 13b stops when the pressures at the A port and the B port become the same.
In this state, a signal pressure is output from the E port, thereby preventing an overload condition.

On the other hand, when the handle is moved to throttle the main engine output, the main engine output setting signal pressure at the B port becomes smaller than the main engine output display signal pressure at the A port. In this case, as is clear from the above explanation, the piston 1
3b is gradually pushed down, and the signal pressure from the E port gradually decreases. Then, since the pitch angle gradually decreases, the main engine output also gradually decreases, and the pressure at the A port decreases.

In this way, the movement of the piston 13b stops when the pressures at the A port and the B port become the same.
The signal pressure from the E port in this state is used as the driving pitch setting signal pressure.

In addition, in the way of applying each supply pressure as described above, when disturbances (hull resistance, sea conditions, tidal currents, steering, etc.) change, the main engine output temporarily changes,
This change is converted into an automatic increase or decrease in the pitch of the variable pitch propeller, and the main engine output is automatically controlled to be maintained at the value set on the control handle 1.
In addition, when periodic fluctuations occur in the main engine output due to waves, etc., the throttle check valve 22 works particularly effectively, and the maximum value of the fluctuation is regarded as the main engine output, and the pitch of the variable pitch propeller is adjusted. while setting. In other words, even in such a case, the pitch of the variable pitch propeller is automatically decreased and set without exceeding the main engine output set by the control handle 1. Changes in each signal pressure over time in these cases are shown in FIGS. 8 and 9. In FIG. 8, A is the signal pressure being supplied to the A port of the piston-equipped pressure reducing valve unit 13, and B is the output signal pressure of the pressure reducing valve 16. In FIG. 9, A is the output signal pressure of the pressure reducing valve 16, B is the signal pressure of the pressure reducing valve 9, C is the pitch setting signal pressure for driving the variable pitch propeller, and T is the pitch setting signal pressure of the variable pitch propeller when a periodic disturbance occurs. This is the period of reduced operation.

Next, the operation of the well-known variable pitch propeller drive mechanism 33, which is controlled by the drive pitch setting signal pressure generated as described above, will be explained in more detail.

The drive pitch setting signal pressure is supplied to the piston unit 33A ₁ of the force balance type servo mechanism 33A, and the operation of the piston unit 33A ₁ causes the spool valve 33A ₃ and the hydraulic cylinder to operate. The return of the spool valve _33A3 to the neutral position is performed by the spring unit 33 as is conventionally known.
_A5 and the balance bar _33A2 .

In this way, the hydraulic cylinder stroke of the hydraulic cylinder _33A4 with respect to the hydraulic pressure supplied from the spool valve _33A3 to the hydraulic cylinder _33A4 is as shown in FIG.

The position balance type servo mechanism _33B operated by this piston rod 33A ₄₁ is operated by its pitch setting lever 33B ₁ .
The main spool valve 33B ₁₂ is switched and opened from the pitch setting lever 33B ₁ through the rotation shaft 33B ₂ , lever 33B ₃ , pin 33B ₄ , balance fork 33B ₁₀ and rod 33B ₁₁ . Then, while operating the variable pitch propeller changing device to set the pitch of the variable pitch propeller, the propeller shaft 35, pitch feed back lever _33B6 , and pin _33B8 control the balance hawk _33B10 , and the main spool valve _33B12. In this way, the pitch of the variable pitch propeller is set to a desired pitch by assembling the above-mentioned pitch setting lever 33B ₁ to the hydraulic cylinder 33A ₄ . By combining, as shown in Fig. 11, the high-order non-linear relationship of required torque to the pitch (CPP pitch) angle is converted into a linear relationship with respect to the hydraulic cylinder stroke of the hydraulic cylinder _33A4 . It became a matter of fact.

Therefore, the means as described above, namely the hydraulic cylinder 33
Adopting the combination of A ₄ and pitch setting lever 33B ₁ , more specifically, the cylinder rod 33
By slidably coupling A ₄₁ to the bent elongated hole of the pitch setting lever 33B ₁ , the higher-order non-linear relationship between the propeller's required torque and the pitch angle as shown in FIG. uniform controllability (manoeuvrability) in all maneuvering areas.

Furthermore, when setting the main engine output, as shown in Fig. 12,
The control is performed slowly when the forward power is set to increase, and rapidly when the forward power is set to decrease, and this is a known method generally employed in ships. In graph A of FIG. 12, a is the pressure reducing valve 9
b is the supply pressure of the pressure reducing valve 23, c is the air pressure of the B port of the pressure reducing valve unit 13 with piston, d
is the supply pressure of the pressure reducing valve 23 when the limit switch 6 is opened and closed. Graph B shows the progress of energization of the servo motor 26 (e indicates intermittent energization, f indicates continuous energization).
FIG. Graph C is a diagram showing the progress of energization of the solenoid valve 14 (g and h indicate energization time).
In the embodiments described above, the pitch setting signal generating part at the low speed setting may be replaced by a conventionally known method, or the output of the force balance type servo mechanism of the variable pitch propeller drive mechanism may be directly used. In addition to air pressure, other fluid pressures may also be used.

Furthermore, instead of the fluid pressure, it is also possible to use an electric quantity representing these values. For example, the pressure supplied to each port of a pressure reducing valve unit with a piston is expressed as a voltage value, and the vertical movement of the piston is expressed as the uncorrected or corrected value of the main engine output display voltage value and the maximum main engine output for piston 13b. Display voltage value or set voltage value or supply voltage value (equivalent to supply pressure)
A current corresponding to the difference between A corresponding comparison output voltage value is generated, and this is supplied as a pitch setting signal value to the variable pitch propeller drive mechanism, and air pressure corresponding to the voltage value is applied to A of the piston unit _33A1 via a pressure reducing valve, etc.
It can also be configured to supply to the port or B port.

〔Effect of the invention〕

In summary, according to the present invention, the following excellent effects can be achieved.

(1) With a single control handle, various settings can be made with good maneuverability in all control ranges from low speed settings to high speed settings while preventing overload on the main engine as much as possible. That is, it is possible to maintain a constant rotational speed in any case, and the pitch angle can always be set within the range allowed by the main engine.

(2) Even if the main propulsion engine output fluctuates due to disturbance, the main propulsion engine output is automatically set as quickly as possible so that the maximum value of the fluctuation is equal to the set signal value of the control handle. be done. Therefore, fluctuations in the rotational speed of the main propulsion engine can be kept as small as possible.

[Brief explanation of the drawing]

1 is a diagram showing an embodiment of the present invention, FIG. 2 is a plan view of the control panel, FIG. 3 is a diagram showing the output pressure of the pressure reducing valve 9 with respect to the position of the control handle, and FIG. 4 is a diagram showing the solenoid valve 1.
4 and the control circuit diagram of the motor 26, FIG. 5 shows the pitch setting lever, and FIG. 6 shows the propeller required horsepower for the variable pitch propeller CPP pitch (H is high speed, L is low speed, N is neutral). 7 is a diagram showing the output pressure of the pressure reducing valve 16 with respect to the governor output position, FIGS. 8 and 9 are diagrams showing changes in pressure of various elements with respect to time during disturbance, and FIG. 10 is a diagram showing the change in pressure of various elements with respect to time during a disturbance. Fig. 11 is a diagram showing the CPP pitch relative to the hydraulic cylinder stroke; Fig. 12A is a diagram showing the pressure changes of various elements over time when changing the main engine output setting; Figure 12B
~C are diagrams showing the operating state of each part over time corresponding to Figure 12A, Figure 13 is a diagram showing the position of the main valve at low speed setting, and Figure 14 is a diagram showing the position of the main valve at high speed setting. The figure shown in FIG. 15 is a graph showing the relationship between the signal pressure at the E port of the piston-equipped pressure reducing valve unit and the hydraulic cylinder stroke. In the figure, 1 is a control handle, 2 is a pressure signal cam, 3 is a forward/backward cam, 4 is a forward three-way valve, and 5
and 6 are limit switches, 7 is a three-way valve for low-speed signals, 8 is a three-way valve for high-speed signals, 9 is a pressure reducing valve, 10 is a double check valve, 11 and 12 are three-way valves, 13
1 is a pressure reducing valve unit with a piston, 14 is a solenoid valve, 1
5 is an interlock valve, 16 is a pressure reducing valve, 17
is a speed governor, 18 is a pressure reducing valve, 19 is a three-way valve,
20 is a check valve, 21 is a pressure reducing valve, 22 is a throttle valve, 2
3 is a pressure reducing valve, 24 and 25 are differential pressure switches, 26
is a motor, 27 is a cam, 28 and 29 are limit switches, 30 is an integral element, 31 and 32 are three-way valves, 33 is a variable pitch propeller, a drive mechanism, 33
_B1 is the pitch setting lever.

Claims (1)

[Claims] 1 When supplying driving pitch setting signal pressure to the variable pitch propeller drive mechanism using the control handle to determine the main engine output when the high speed is set and the pitch angle when the low speed is set, the governor output is The main engine output display signal pressure generated in response to uses the pitch setting signal pressure set with the control handle as the driving pitch setting signal pressure, and while the main engine output display signal pressure exceeds the maximum main engine output display signal pressure at low speed, the above The pitch setting signal pressure is gradually reduced until the main engine output display signal pressure becomes the same as the maximum main engine output display signal pressure at low speed, and the reduced signal pressure is used as the driving pitch setting signal pressure. Sometimes, the main engine output setting signal pressure output from the control handle side is compared with the main engine output display signal pressure output from the governor side, and while the main engine output setting signal pressure is greater than the main engine output display signal pressure, uses the predetermined maximum main engine output display signal pressure at high speed as the drive pitch setting signal pressure, and while the main engine output setting signal pressure is smaller than the main engine output display signal pressure, these become the same value. The pitch setting of the variable pitch propeller is characterized in that the signal pressure is gradually reduced from the maximum main engine output display signal pressure at high speeds as the upper limit, and the reduced signal pressure is used as the drive pitch setting signal pressure. Signal generation method.