JPS62165026A - Control device for hydraulic clutch for ship - Google Patents

Abstract

PURPOSE:To attain high reliability and to soften a switching shock by controlling oil pressure of a clutch in such a manner that when the clutch is turned off by mechanical clutch switching means, the oil pressure is high, and when the clutch is on, the oil pressure is once decreased after the lapse of designated time, and then increased. CONSTITUTION:A hydraulic clutch 31 is switched by a switching handle 2 through a push-pull cable 4 and a clutch actuator 5. The clutch actuator 5 is provided with forward and backward clutch fit-in sensors 19, 20, a control valve position sensor 26 corresponding to the oil pressure of the hydraulic clutch and a pressure regulating motor 25. A control portion 24 receives signals of the above sensors, computes and drives the motor 25 to increase and decrease oil pressure. The oil pressure of the clutch is controlled in such a manner that when the clutch is off, the oil pressure is high, and when the clutch is off, after the lapse of designated time, the oil pressure is once decreased and then increased. Accordingly, a shock at the time of clutch fit-in operation is softened to safely sail without trouble.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a hydraulic clutch installed in a vessel such as a fishing boat or a work boat.

[Prior art]

When a hydraulic clutch used in a marine engine is operated, the propeller suddenly starts rotating or rotates in the opposite direction, causing gear noise and causing a shock to the human body, resulting in a poor ride. Not only is this bad, but it is also not good for the institution. As a method to prevent the shock that occurs when the hydraulic clutch is engaged,
There are some that use a loose-fitting valve that applies a pressure valve structure,
In this case, there is a problem in that the pressure is lower than when the hydraulic circuit is opened in the forward/reverse cylinder, and it takes too much time for fitting. Another method used is to prevent shock during insertion by performing insertion in the rolling position to 1, but this also has the same problem as above in that it takes too much time to insert, and in addition, the rolling position The disadvantage is that it is difficult to operate the lever with one's hand.

In order to solve such problems, the present applicant has filed an invention for a hydraulic clutch insertion shock prevention device (Japanese Patent Application No. 58-64433, Japanese Patent Application Laid-open No. 59-190519).

[Problems with the Prior Art] However, as shown in the claims and drawings (number 18 in FIG. 1), this invention electrically switches the hydraulic clutch, so for example, an electric circuit is required to switch the hydraulic clutch. When the clutch breaks down and stops functioning for some reason, the clutch can no longer be switched, creating an extremely dangerous situation that could even threaten the lives of the crew members at sea.

[Purpose of the invention]

The present invention has been made in view of the above-mentioned circumstances, and not only prevents the shock when the hydraulic clutch is fitted, shortens the fitting time, but is also resistant to failure, and even in the unlikely event that the clutch can be removed manually. The purpose is to enable switching.

[Structure of the invention]

To achieve this objective, the present invention is constructed as shown in the functional block diagram of FIG. That is, the rotational output of the engine a is transmitted to the propeller C via the hydraulic clutch b, and the oil pressure of the hydraulic clutch b is increased or decreased by the electric drive device d. On the other hand, the clutch switching means g is mechanically constructed and is resistant to failure, and the switching detecting means f of the control section e
When it is detected that the clutch switching means g is set to clutch off, the off pressure regulating means operates the electric drive device d and regulates the oil pressure of the hydraulic clutch b to a high pressure. or,
When the switching detection means f detects that the clutch switching means g is turned off, the on-time pressure regulating means i activates the electric drive device after waiting for a predetermined period of time, and temporarily reduces the hydraulic pressure of the hydraulic clutch b. After reducing the pressure to a low level, the pressure is increased again to a high pressure to soften the shock when the clutch is inserted and to shorten the time it takes to engage the clutch. When regulating the pressure by the on-time ↓) M pressure means i and the off-time pressure regulating means, the detected oil pressure value from the oil pressure detection means j is given, and it is confirmed that the target oil pressure has been reached. The low pressure level when the oil pressure is once lowered to a low pressure when the clutch is turned on by the on-time pressure regulating means is a relatively low level in normal times, and becomes a relatively high level in an emergency.

〔Example〕

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 2 shows a control device for a hydraulic clutch for a marine vessel. In the figure, 1 is a remote control handle, and the remote control handle 1 is provided with a clutch switching handle 2 and a regulator handle 3. The clutch switching handle 2 turns the hydraulic clutch on and off by shifting forward and backward, and when it is turned on, there are two modes: forward movement and backward movement. A push-pull cable 4 is attached to this clutch switching handle 2, and the tip of this push-pull cable 4 is fixed to the tip of a switching lever 6 of a clutch actuator 5.

FIG. 3 shows the clutch actuator 5, and the switching lever 6 is in the neutral position shown by the solid line in FIG.
Among the positions indicated by the chain lines, the upper one is forward movement, and the lower one is backward movement. A rotary portion 8 shown in FIG. 4 is attached to the shaft 7 of the switching lever 6, and the rotary portion 8 is rotatably supported within the main body of the clutch actuator 5. This rotary part 8 is provided with clutch oil passages 9,10 which are arranged at an angle of 90 degrees to each other, and a sensor oil passage 11 is arranged which is arranged at a position that is equiangular to the clutch oil passages 9,10. These oil channels 9, 10, 11 communicate in the center of the rotary part 8.

For this rotary part 8, the clutch actuator 5
On the main body side, there is a source pressure oil passage 12 in the left direction, a forward clutch oil passage 13 in the upper direction, and a reverse clutch oil passage 14 in the lower direction.
A forward movement sensor oil passage 15 and a reverse movement sensor oil passage 16 are narrowly arranged in the right direction and are parallel to each other. Pressurized oil from a control shaft 28, which will be described later, is supplied from the pressure reducing valve driven by the main pressure oil passage 12, and this pressurized oil is passed through the clutch oil passage 9 and 10 to the forward clutch oil passage 13 or the reverse clutch oil passage. In addition to being supplied to the clutch oil passage 14, it is also supplied to the forward movement sensor oil passage 15 or the reverse movement sensor 16 via the sensor oil passage 11. The forward clutch oil passage 13 and the reverse clutch oil passage 14 communicate with the forward cylinder 17 and the reverse cylinder 18 of the hydraulic clutch, respectively, and forward clutch insertion sensors are located at the ends of the forward sensor oil passage 15 and the reverse sensor oil passage 16, respectively. 19. A reverse clutch engagement signal sensor 20 is provided.

Both sensors 19, 20 are equipped with a piston valve 21, a rod 22, a valve spring 23, etc., as shown in FIG. The engagement of the forward clutch or the reverse clutch is detected by moving the piston valve 21 and the rod 22 against the resistance, and this detection signal is given to the control unit 24 as a forward engagement signal or a reverse engagement signal. Hydraulic clutch switching takes place. When neither signal is given, the clutch is off. This clutch actuator 5 and the clutch switching handle 2 constitute the clutch switching means g described above.

The clutch actuator 5 is provided with a motor 25 and a troll valve position sensor 26, as shown in FIG. is gear mechanism 27
A control shaft 28 is provided so as to be movable back and forth through the control shaft 28, and the magnitude of the hydraulic pressure of the hydraulic clutch is adjusted by the back and forth movement of the control shaft 28.
A detection guide bin 29 at the tip of the movable core of the control shaft position sensor 26 made of a differential transformer is in contact with the cam surface 28a.
9 moves up and down together with a movable iron core, and the position of this movable iron core is determined by a control shaft position sensor 2 consisting of a differential transformer.
6 is detected by the coil No. 6, and given to the control section 24 as a control shaft position detection signal, the oil pressure of the hydraulic clutch is detected. The motor 25 corresponds to the electric drive device d in FIG. 1, and the control shaft position sensor 26 corresponds to the oil pressure detection means j in FIG.

Further, the rotational power of the engine 30 is transmitted to the propeller 32 via the hydraulic clutch 31, and the oil pressure of the hydraulic clutch 31 is adjusted by the clutch actuator. The gear 33 of the drive shaft of the engine 30 has an engine rotation sensor 34 such as an electromagnetic pickup.
A detection signal from this sensor 34 is provided to the control section 24, and the rotation speed of the engine 30 is detected.

The control unit 24 includes a CPU 35, a ROM 36, and a RAM 37. The CPU 35 performs various control processes based on programs stored in the ROM 36, and the resulting data and the like are stored in the RAM 37. When a fitting signal is given from the fitting signal sensor 19.20, this control section 24 uses a control shaft position detection signal indicating the current oil pressure value from the control shaft position sensor 26 to start the motor 25 without checking the oil pressure value. Drive to increase/decrease hydraulic pressure. In this case, the oil pressure is maintained at a high pressure when in neutral, and is once lowered to a low pressure and then returned to a high pressure when the oil pressure is turned on.

On the other hand, the mode switch 38 is a switch that is turned on in an emergency when a sudden start or sudden stop is required, and the mode switch 38 on-signal is given to the control section 24. When the control section 24 receives this ON signal, the low pressure level at which the oil pressure is once set to a low pressure level during thalassometry is set to be relatively high.

To explain in relation to this, in the internal combustion engine used in this embodiment, the shift t-1M operation of the regulator handle 3 is electrically detected by the accelerator sensor 40 through the push-pull cable 39, and the regulator actuator is activated by the control unit 24. 41 motor 42 is driven, and the governor 4
3 is controlled, and the output rotation speed of the engine 30 is controlled. Further, the shift operation of the trolling handle 45 of the remote control handle 44 is also electrically detected by the trolling lever position sensor 47 through the push-pull cable 46, and the motor 25 of the clutch actuator 5 is driven by the control unit 24 to perform trolling. A half-clutch condition is achieved. However, these devices
This is not directly related to this embodiment.

In this embodiment, as described above, the forward and reverse clutch engagement sensors 19 and 20 are provided, but by making them differentially actuate at the same time, detection of the clutch engagement signal can be made more reliable.

By doing so, the risk of erroneous movement can be reliably eliminated.

Next, the operation of this embodiment will be described with reference to FIGS. 5 to 7.

If the mode switch 38 is currently in the off state and the clutch switching handle 2 is in the neutral state, no signal is given from the engagement signal sensors 19 and 20, so the control unit 24 detects the off state of the clutch using the clutch S1. and step S
In step 2, the motor 25 is driven so that the oil pressure becomes a high pressure Pl determined by the model of the engine 30, and this high pressure state is maintained.

When the clutch switching handle 2 is switched forward, the switching lever 6 of the clutch actuator 5 is rotated to the upper position in FIG. 3, and the rotary part 8 is in the state shown in FIG. Pressure oil is sent to the forward cylinder 17 via the original hydraulic oil path 12, the clutch oil path 9, 10, and the forward clutch oil path 13, and the hydraulic clutch 31 is engaged in the forward state. At this time, the clutch oil passage 10,
Pressurized oil is also applied to the forward insertion signal sensor 19 via the sensor oil path 14 and the forward sensor oil path 15.

As a result, the forward insertion signal sensor 19 provides a forward insertion signal from the forward insertion sensor 19, so that the control unit 24
detects clutch on in step S3 and sets time T+
After waiting for 20 minutes, step S4 determines that the two-legged mode switch 38 is in the OFF state, and lowers the pressure to a low pressure P2 as shown in FIG. 6 (step S5). In the engine used in this example, this low pressure is approximately 2 kg/cn! and the pressure of high pressure is 15 kg/
It is more than oJ.

In this way, when the hydraulic clutch 31 is fitted in the forward state, the pressurized oil is sent out forcefully and the fitting time is shortened because it was in a high oil pressure state until then. I try to ease the shock of time. This is the same even when moving backwards.

Next, after waiting for time T2 in step S6, the control unit 24 increases the oil pressure to the same high pressure Pl as in the neutral state in step S7, and maintains this high pressure P1 until the clutch is disengaged (step S8). . thus,
The hydraulic clutch 31 is fitted to a state where no slippage occurs.

Then, when the clutch is turned off, the control section 24 detects this in step S8, and in step SL, 32
The Pl oil pressure maintenance process begins.

The above-mentioned operation is performed in the same manner when switching from forward movement to reverse movement shown on the right side of FIG.

Further, if the mode switch 38 is turned on and the emergency mode is set, the control unit 24 performs the step S described above.
After determining this in step 4, adjust the oil pressure as shown in Figure 7.
The pressure is also lowered to P2, which is low (step S9). In the case of the engine used in this example, this low pressure is approximately 2.8 kg/cot, which is higher than the 2 kg/crA in the normal mode described above. For this reason, the change in the rotation speed of the propeller 32 in the emergency situation shown in Figure 7 is more pronounced than in the normal situation shown in Figure 6, but the shock at the time of insertion is still alleviated. . In addition, what is shown on the right side of FIG. 7 shows switching from forward movement to reverse movement.

In this way, by switching the mode switch 28, it is possible to designate a sudden start or a sudden stop, and even at the time of a sudden start or a sudden stop, the shock of engagement of the clutch can be alleviated.

Note that when the clutch is off, the oil pressure is lowered to P2 and this is maintained on standby for a time T2, but this standby time may not be necessary.

〔Effect of the invention〕

As described above, in the present invention, when the clutch is off, the clutch oil pressure is set to high pressure, and when the clutch is off, the clutch oil pressure is once lowered to a low pressure after a predetermined period of time, and then regulated to a high pressure. Pressurized oil is sent out vigorously due to the high pressure at the time of clutch disengagement, shortening the engagement time, and immediately after that, the oil pressure is rapidly reduced, which reduces the shock when the clutch engages. It is possible to improve the feeling of maneuvering the ship and the comfort of the ride. Furthermore, since the clutch switching means is mechanically configured, electrically configured devices such as solenoid valves, etc., will not malfunction due to salt water, etc., and will not function, resulting in safe cruising. This has the advantage of being able to perform the following tasks.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIG. 2 is an overall configuration diagram showing the hydraulic clutch, engine, etc. of a ship, FIG. 3 is an overall overview of the clutch actuator 5, and FIG. 4 is a diagram of the clutch actuator. FIG. 5 is a flowchart of clutch oil pressure adjustment processing, and FIGS. 6 and 7 are time charts in normal mode and emergency mode. 2... Clutch switching handle, 5... Clutch actuator, 6... Switching lever, 8... Rotary part, 12... Source pressure oil path, 17... Forward cylinder,
18... Reverse cylinder, 19... Forward insertion sensor, 20... Reverse insertion sensor, 24... Control unit, 25
...Motor, 26...Control shaft position sensor, 28...Control shaft, 30...Engine, 31...Hydraulic clutch, 32...Propeller, 38...Mode switch.

Claims (2)

[Claims] (1) A hydraulic clutch interposed between the engine and the propeller, an electric drive device that increases or decreases the pressure supplied to the hydraulic clutch, a hydraulic pressure detection means that detects the hydraulic pressure of the hydraulic clutch, and a hydraulic clutch that detects the hydraulic pressure of the hydraulic clutch. a clutch switching means for mechanically switching on/off; a switching detection means for detecting clutch on/off switching of the clutch switching means; When switching to clutch-on is detected by the off-time pressure regulating means that operates the electric drive device to regulate the hydraulic pressure of the hydraulic clutch to a high pressure while checking the detected oil pressure value, and the switching control means,
and an on-time pressure regulating means for operating the electric drive device to temporarily reduce the hydraulic pressure of the hydraulic clutch to a low pressure and then regulating it to a high pressure while checking the detected hydraulic pressure value from the hydraulic pressure detecting means after a predetermined time. A control device for a marine hydraulic clutch characterized by: (2) The low pressure level when the oil pressure is once lowered to a low pressure when the clutch is turned on by the on-time pressure regulating means is a relatively low level in normal times, and is a relatively high level in an emergency. A control device for a marine hydraulic clutch described in .