JPS6246050A - Oil pressure supply device of reversing gear for ship - Google Patents
Oil pressure supply device of reversing gear for shipInfo
- Publication number
- JPS6246050A JPS6246050A JP60186323A JP18632385A JPS6246050A JP S6246050 A JPS6246050 A JP S6246050A JP 60186323 A JP60186323 A JP 60186323A JP 18632385 A JP18632385 A JP 18632385A JP S6246050 A JPS6246050 A JP S6246050A
- Authority
- JP
- Japan
- Prior art keywords
- clutch
- reverse
- regulating valve
- pressure
- pressure regulating
- 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
- 230000001105 regulatory effect Effects 0.000 claims description 34
- 239000003921 oil Substances 0.000 description 34
- 239000010720 hydraulic oil Substances 0.000 description 9
- 230000033001 locomotion Effects 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Gear-Shifting Mechanisms (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、舶用（減速）逆転機へ作動油圧を供給するだ
めの油圧供給装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a hydraulic pressure supply device for supplying hydraulic pressure to a marine (reduction) reversing machine.
〈従来の技術）
第２図に示すように従来の構成では、所定゛の油圧を切
換弁１１を介して前進クラッチ１２又は後進クラッチ１
３に導入することににり前、後進を切換える舶用逆転機
の油圧供給装置において、各前進クラッチ１２、後進ク
ラッチ１３への供給油圧を調圧するのに調圧弁１４が１
つだけ設置プられ゛（いるのみである。即ち、調圧弁１
４による作動油圧は航速クラッチ１２、後進クラッチ１
３共に同一圧力に設定されている。<Prior art> As shown in FIG.
In a hydraulic pressure supply system for a marine reversing machine that switches between forward and reverse motion, the pressure regulating valve 14 is used to regulate the hydraulic pressure supplied to each forward clutch 12 and reverse clutch 13.
Only one pressure regulating valve 1 is installed.
The operating oil pressure according to 4 is the cruise clutch 12 and the reverse clutch 1.
All three are set to the same pressure.
一方、最近の省エネルギー化の推進に伴い、舶用（減速
）逆転機の減速比が人ぎ＜＜’にり、又原動機が小型化
する傾向にある。ところが従来の構成では、舶用（減速
）逆転機の作動圧角番よ、前進側と後進側が同じ圧力に
設定されている。そのため特に前進全通運転状態から後
進に切換えた場合に、プロペラの遊転トルクが大き過ぎ
、原動機が停止してしまう不具合が発生しやすい。On the other hand, with the recent promotion of energy conservation, the reduction ratio of marine (reduction) reversing gears has become smaller and the motors have become smaller. However, in the conventional configuration, the operating pressure angle number of the marine (reduction) reversing gear is set to the same pressure on the forward and reverse sides. Therefore, especially when switching from full forward operation to reverse, the idling torque of the propeller is too large, which tends to cause the problem that the prime mover stops.
ぞこで切換時の油圧の立上がりを遅くづる等の１、夫が
なされているが、装置が複雑化したり、確実な作動が期
待できない等といった問題を残している。Although some measures have been taken, such as slowing down the rise of the hydraulic pressure during switching, problems remain, such as the device becoming more complex and reliable operation not possible.
（発明が解決しようとする間帽１
上記従来の構成では、特に前進全速運転状態から後進に
切換えた場合に、プ［ｌべ゛）の遊転１〜ルクが大き過
ぎ、原動機が停止してしまう不具合が発生しやすいとい
う問題点を有している。(Interface 1 to be Solved by the Invention) In the conventional configuration described above, especially when switching from full-speed forward operation to reverse, the idle rotation of the pulley is too large, causing the prime mover to stop. This has the problem that it is easy to cause problems.
又、切換時の油圧の立上がりを遅くする等の工夫では、
ｌｉ置が複雑化したり、確実な作動が期待できない等と
いった問題を残している。In addition, measures such as slowing down the rise of hydraulic pressure during switching,
Problems remain, such as complicating Li placement and not being able to expect reliable operation.
本発明は、前進側の作動油圧と後進側の作動油圧を異な
らせ−ることにより、上記問題点を解決しようとする１
）のである。The present invention attempts to solve the above-mentioned problems by differentiating the working oil pressure on the forward side and the working oil pressure on the reverse side.
).
（問題点を解決するための手段）
本発明は、所定の油１Ｆを切換弁を介しく前進クラッチ
又は後進クラッチに導入することにより前、後進を切換
λる舶用逆転機の油圧供給装置において、前進クラッチ
用調圧弁と後進クラッチ用調圧弁とをそれぞれ設（」、
後進クラッチに瞬間的な過大トルクが加わった時に当該
クラッチがスリップする程瓜に、後進クラッチ用調圧弁
の設定圧を前進クラッチ用調圧弁の設定圧よりも低く設
定したことを特徴と１６舶用逆転機の油圧供給装置であ
る。(Means for Solving the Problems) The present invention provides a hydraulic pressure supply device for a marine reversing machine that switches between forward and reverse motion by introducing a predetermined oil 1F into a forward clutch or a reverse clutch via a switching valve. A pressure regulating valve for the forward clutch and a pressure regulating valve for the reverse clutch are installed ('',
The set pressure of the pressure regulating valve for the reverse clutch is set lower than the set pressure of the pressure regulating valve for the forward clutch, in order to prevent the clutch from slipping when momentary excessive torque is applied to the reverse clutch. This is the machine's hydraulic supply system.
（実施例）
第１図において、Ａイルパン２０と切換弁２１とを連粘
りる油路２２にはイイルパン２０から作動油を吸い−１
−げ（切換弁２１側に供給づるポンプ２３が設（」られ
ている。切換弁２１には史に、前進クラッチ２４ど後進
クラッチ２５とのそれぞれの油圧供給部分に連通づる油
路２６、及び油路２７が連結されている。切換弁２１は
、ポンプ２３からの油１Ｆを前進クラッチ２４のみに供
給し後進クラッチ２５はドレインする前進ボジシ〕ン、
ポンプ２３からの油圧を後進クラッチ２１）のみに供給
し前進クラッチ２４はドレインする後進ポジシ」ン、前
進クラッチ２４及び後進クラッチ２５の双方共にドレイ
ンする中立ポジシー」ンの３３つのボジシ」ン間で切換
えられるようになっている。前進クラッチ２４、後進ク
ラッチ２ｈは共に油圧が供給されればクラッチ接続状態
と＜ｋって、船舶ｔま油圧が供給された側に前進或は後
進するＪ、うになっており、又クラッチ摩擦機の摩擦に
Ｊ、す、油圧の供給圧力に応じてクラッチの伝達トルク
の大きさが変るようになっている。(Example) In FIG. 1, hydraulic oil is drawn from the oil pan 20 into the oil passage 22 connecting the A oil pan 20 and the switching valve 21.
- A pump 23 is installed on the switching valve 21 side to supply hydraulic pressure. An oil passage 27 is connected to the forward position.
Switching is performed between 33 positions: a reverse position in which the hydraulic pressure from the pump 23 is supplied only to the reverse clutch 21) and the forward clutch 24 is drained, and a neutral position in which both the forward clutch 24 and the reverse clutch 25 are drained. It is now possible to Both the forward clutch 24 and the reverse clutch 2h are in a clutch connected state when hydraulic pressure is supplied, and the boat t is in a state where it moves forward or backward to the side to which hydraulic pressure is supplied. The magnitude of the clutch's transmission torque changes depending on the friction and hydraulic pressure supplied.
切換弁２１とポンプ２３間の油路２２から分岐する油路
２８は、その先端が外部に開口してドレインされるよう
になっており、又その途中には油路２２側から順に後進
側１次調圧弁２９、前進側１取調１′＋弁３０及び２次
調汁弁３１が設（Ｊられでいる。前進側１次調圧弁３０
と２次調圧弁３３１間の油路２８からは、機関の！ｌｖ
ｌ滑必要部位を潤滑するための油路３２が分岐するとど
もに、後進クラッチ２５へ多量の作動油を特別に注油す
るための油路３３が分岐している。油路３３の先端部は
切換弁２１を介して後進クラッチ２５に゛連通しており
、油路３３からの作動油によって後進クラッチ２５のク
ラッチ摩擦板に多量の注油がなされ得るようになってい
る。切換弁２１では、後進クラッチ２５に油路２２を通
じたクラッチ作動圧力が供給された場合にのみ油路３３
が開通して、後進クラッチ２５のり一ンツヂ摩擦椴に注
油がむされるように弁が構成されている。An oil passage 28 branching from the oil passage 22 between the switching valve 21 and the pump 23 has its tip opened to the outside for draining, and there are two oil passages on the reverse side 1 in order from the oil passage 22 side on the way. A secondary pressure regulating valve 29, a forward side 1 interrogation 1'+ valve 30, and a secondary liquid regulating valve 31 are installed.Forward side primary pressure regulating valve 30
From the oil passage 28 between the and secondary pressure regulating valve 331, the engine's! lv
At the same time that an oil passage 32 for lubricating parts that require lubricating is branched, an oil passage 33 for specially supplying a large amount of hydraulic oil to the reverse clutch 25 is branched. The tip of the oil passage 33 communicates with the reverse clutch 25 via the switching valve 21, so that the clutch friction plate of the reverse clutch 25 can be lubricated with a large amount of hydraulic oil from the oil passage 33. . In the switching valve 21, the oil passage 33 is opened only when clutch operating pressure is supplied to the reverse clutch 25 through the oil passage 22.
The valve is configured such that when the reverse clutch 25 is opened, oil is supplied to the friction plate of the reverse clutch 25.
後進側１次調圧弁２９と油路２７どの間には、後進クラ
ッチ２５へ作動油が供給されている場合に後進側１次調
圧弁２９を作動させるための油路３４が出■１−うれ（
いる。これにＪ、って、後世クラッチ２５に作動油圧が
供給されｌいるときは後進側１次調圧弁２９が作動し、
それ以外の場合に番、１後進側１次調圧弁２９は開弁状
態となる９Ｆ、うになっている。ここぐ、後進側１次調
圧弁２９作動時の設定圧は例えば７−・８而／ ｒｄ程
度に設定される。Between the reverse side primary pressure regulating valve 29 and the oil passage 27, there is an oil passage 34 for operating the reverse side primary pressure regulating valve 29 when hydraulic oil is supplied to the reverse clutch 25. (
There is. In addition, when hydraulic pressure is supplied to the later generation clutch 25, the primary pressure regulating valve 29 on the reverse side operates.
In other cases, the primary pressure regulating valve 29 on the reverse side is in the open state. At this point, the set pressure when the reverse primary pressure regulating valve 29 is activated is set to, for example, about 7-8 m/rd.
前進側１次調圧弁３０と油路２６との間に番よ、前進ク
ラッチ２４へ作動油が（７ζ給されている場合に前進側
１次調圧弁３０を作動さ１↑るための油路３５が設けら
れている。これによって、前進クラッチ２４に作動油ｆ
Ｅが供給されでいるときは前′進側１次調圧弁３０が作
動し、でれ以外の場合には前進側１次調圧弁３０はｍ１
弁状態と〈ｋるようになっている。ここで、前進側１次
調圧弁３０作動時の設定圧は例えば１３〜１４Ｋｇ１ｃ
ｄ程鴎に設定される。なお、後進時の作動油圧と前進時
の作動油■［との関係は、前進時１．００に対し後進時
を（１，００Ｘ後進伝達力×（スリップ開始圧力／前進
伯動油圧））程度に設定するのが好ましい。An oil passage is provided between the forward side primary pressure regulating valve 30 and the oil passage 26 for operating the forward side primary pressure regulating valve 30 when hydraulic oil (7ζ) is supplied to the forward clutch 24. 35. This allows the forward clutch 24 to be supplied with hydraulic oil f.
When E is being supplied, the primary pressure regulating valve 30 on the forward side operates, and in other cases, the primary pressure regulating valve 30 on the forward side operates m1.
It is designed to be similar to the valve state. Here, the set pressure when the forward side primary pressure regulating valve 30 is activated is, for example, 13 to 14 kg1c.
It is set to d. The relationship between the hydraulic pressure during reverse and the hydraulic oil during forward movement is approximately 1.00 during forward movement and (1,00 x reverse transmission force x (slip start pressure/forward movement hydraulic pressure)) during reverse movement. It is preferable to set it to .
通常逆転機は、後進側の伝達力が前進側に対し−（小さ
く設定されており、例えば後進側が前進側の７５％程亀
に設定される。従って、前進０４１．００に対しこの場
合の後進時の作動油圧は、１．０ＯＸＯ，Ｌ５ＸＯ，７
５＝−０，５６イ・１近に設定するのが好ましい。Normally, in a reversing machine, the transmission force on the reverse side is set to be smaller than that on the forward side. For example, the reverse side is set to about 75% of the forward side. Therefore, the reverse side in this case is The working oil pressure at the time is 1.0OXO, L5XO, 7
It is preferable to set it close to 5=-0,56i.1.
次に作動を説明りる。第１図の状態において機関を始動
するど、ポンプ２３が駆動されてＡイルパン２０からの
作動油が油路２８を通じ（各潤滑必要部位に供給される
。又２次調圧弁３１によって作動油の供給Ｈ力は所定圧
に保たれる。第１図の状態では、油路２２は油路２６．
２７双方に連結されておらず、従って逆転機は中立状態
にある。Next, the operation will be explained. When the engine is started in the state shown in FIG. The supply H force is maintained at a predetermined pressure.In the state shown in FIG. 1, the oil passage 22 is connected to the oil passage 26.
27, and therefore the reversing machine is in a neutral state.
切換弁２１を図の右方に切換えると、油路２６を通じて
前進クラッチ２４に作動油圧が供給され、前進クラッチ
２４が接続状態どなって、船舶は前進する。同時に前進
側１次調圧弁３０が作動しで、前進側１次調圧弁３０に
より前進クラッチ２４への供給圧は高く保持される。When the switching valve 21 is switched to the right in the figure, hydraulic pressure is supplied to the forward clutch 24 through the oil passage 26, the forward clutch 24 is connected, and the ship moves forward. At the same time, the forward-side primary pressure regulating valve 30 operates, and the supply pressure to the forward clutch 24 is maintained at a high level by the forward-side primary pressure regulating valve 30.
次に切換弁２１を図の〕ｆ側に切換えると作動油圧は油
路２２から油路２７を通じて後進クラッチ２５に供給さ
れ、前進クラッチ２／Ｉへは油圧が供給されなくなる。Next, when the switching valve 21 is switched to the [F side] shown in the figure, the working oil pressure is supplied from the oil passage 22 to the oil passage 27 to the reverse clutch 25, and no oil pressure is supplied to the forward clutch 2/I.
従って逆転機は後進状態となる。Therefore, the reversing machine is in the reverse state.
同時に後進側１次調圧弁２９が作動して、後進側１次調
圧弁２９により後進クラッチ２５への供給Ｈ−は比較的
低く保持される。このため、前進から後進に切換える際
に瞬間的な過大トルクが発生してｂ１後進クラッチ２５
が容易にスリップｌハ原動機には無理がかかることはな
い。即ら過大］ヘルクが生じても、機関が停止１ノでし
まうような不具合は発１１シない。更に切換弁２１のこ
のポジションでは、油路３３を通じて後進クラッチ２！
′）のクラッチ摩擦板に多量の作動油が供給される。こ
のため、後進クラッチ２５がスリップする場合にすしる
発熱端は作動油に吸収されるので、後進クラッチ２５が
高温になる不具合も生じない。At the same time, the primary pressure regulating valve 29 on the reverse side operates, and the supply H- to the reverse clutch 25 is maintained at a relatively low level by the primary pressure regulating valve 29 on the reverse side. For this reason, momentary excessive torque occurs when switching from forward to reverse, causing b1 reverse clutch 25
However, it easily slips and does not put strain on the prime mover. In other words, even if a herk occurs, there is no problem that would cause the engine to stop immediately. Furthermore, in this position of the switching valve 21, the reverse clutch 2!
′) A large amount of hydraulic oil is supplied to the clutch friction plate. Therefore, the heat generating end that is generated when the reverse clutch 25 slips is absorbed by the hydraulic oil, so that the problem that the reverse clutch 25 becomes high temperature does not occur.
なお、船舶は前進全速で航行り−ることはよくあるが後
進全速で航行りることはまれである。又、通常逆転機は
、後進側の伝達力が前進側に対して小さく設定されてい
る（例えば、後進側が前進側の７５％程痘に設定される
）。従ってたとえ後進全速ぐ航行しても船舶の後進スピ
ードは前進スピードより番よるかに近い。このため、プ
ｌ］ペラ遊転トルクは前進側から後進側へ切換える時に
大きく、イの逆の場合には小さいので、後進側からＷｉ
ｆ進側への切換の際には何等対策をしなくとも原動機の
停！Ｆ等の不具合は生じない。Note that ships often sail at full forward speed, but rarely sail at full reverse speed. Further, in a normal reversing machine, the transmission force on the reverse side is set to be smaller than that on the forward side (for example, the reverse side is set to be about 75% of the forward side). Therefore, even if the ship is sailing at full astern speed, the astern speed of the ship is much closer to the forward speed than the forward speed. For this reason, the propeller idle torque is large when switching from the forward side to the reverse side, and is small when switching from the forward side to the reverse side.
When switching to the f-advanced side, the prime mover will stop even if you do not take any measures! No defects such as F will occur.
（発明の効果）
所定の油圧を切換弁２１を介して前進クラッチ２４又は
後進クラッチ２５に導入することにより前、後進を切換
える舶用逆転機の油性供給装置において、前進クラツヂ
用調１１−弁（前進側１次調圧弁３０ ）と後進クラッ
チ用ｉｌ１斤弁（後進側１次調圧弁２９）とをそれぞれ
設Ｇフ、後進クラッチ２５に瞬間的な過大トルクが加わ
った詩に当該クラッチ２５がスリップする稈ｔ！１に、
後進クラッチ用調圧弁の設定圧を前進クラッチ用調Ｆ１
弁の設定バーよりも低く設定しｌ、二ので；
（ａ）前進全速運転状態から後進に切換えｌζ場合薄、
プロペラの遊転トルクが大きい場合で〜ｂ１原動機が停
止してｌノまう不具合が生じることが無り／、【る。(Effects of the Invention) In an oil supply device for a marine reversing machine that switches between forward and reverse by introducing a predetermined hydraulic pressure into the forward clutch 24 or the reverse clutch 25 via the switching valve 21, the forward clutch control 11-valve (forward When the primary pressure regulating valve 30) and the primary pressure regulating valve 29 for the reverse clutch are installed, the clutch 25 slips when momentary excessive torque is applied to the reverse clutch 25. Culm t! 1,
Adjust the set pressure of the pressure regulating valve for the reverse clutch to the regulator F1 for the forward clutch.
Since it is set lower than the valve setting bar; (a) When switching from full forward speed operation to reverse,
When the idle torque of the propeller is large, there is no problem where the prime mover stops and spins.
（ｂ）従来の構成に対して構成を殆ｌυど変更りる必要
がないことから、＝１スト高になることがなく、採用が
容易で、しかも確実な作動が期待できる。(b) Since there is almost no need to change the configuration compared to the conventional configuration, there is no increase in the cost of one stroke, easy adoption, and reliable operation can be expected.
（別の実施例）
後進クラッチ２５がスリップする際の発熱にＪ、り後進
クラッチ２５）が加熱されてｂ過熟による問題が生じな
い場合には、油路３３を省略しても」、い。(Another embodiment) If the reverse clutch 25 is heated due to heat generated when the reverse clutch 25 slips and no problem arises due to overripe, the oil passage 33 may be omitted. .
第１図１五本発明による舶用逆転機の油圧供給装置のレ
イアウト図、第２図は従来の舶用逆転機の油圧供給！ｉ
ｉ詩のレイアウト図ぐある。２１・・・切換弁、２４・
・・＾７．進クラッチ、２５・・・後進クラッチ、２９
・・・後進側１次調圧弁（後進クノッヂ用調圧弁）、３
０・・・前進側１次調圧弁（前進クラッチ用調Ｙ［弁）
第２肛Fig. 1 is a layout diagram of a hydraulic pressure supply system for a marine reversing machine according to the present invention, and Fig. 2 shows a conventional hydraulic pressure supply for a marine reversing machine! i
There is a layout diagram for i-poems. 21... switching valve, 24...
・・・＾7. Forward clutch, 25...Reverse clutch, 29
...Reverse side primary pressure regulating valve (reverse notch pressure regulating valve), 3
0...Forward side primary pressure regulating valve (adjustment Y [valve] for forward clutch) 2nd port
Claims (1)
ッチに導入することにより前、後進を切換える舶用逆転
機の油圧供給装置において、前進クラッチ用調圧弁と後
進クラッチ用調圧弁とをそれぞれ設け、後進クラッチに
瞬間的な過大トルクが加わった時に当該クラッチがスリ
ップする程度に、後進クラッチ用調圧弁の設定圧を前進
クラッチ用調圧弁の設定圧よりも低く設定したことを特
徴とする舶用逆転機の油圧供給装置。In a hydraulic pressure supply device for a marine reversing machine that switches between forward and reverse by introducing a predetermined hydraulic pressure into a forward clutch or a reverse clutch via a switching valve, a pressure regulating valve for the forward clutch and a pressure regulating valve for the reverse clutch are respectively provided. A marine reversing machine characterized in that the setting pressure of a pressure regulating valve for a reverse clutch is set lower than the setting pressure of a pressure regulating valve for a forward clutch to such an extent that the clutch slips when momentary excessive torque is applied to the clutch. Hydraulic supply device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60186323A JPS6246050A (en) | 1985-08-23 | 1985-08-23 | Oil pressure supply device of reversing gear for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60186323A JPS6246050A (en) | 1985-08-23 | 1985-08-23 | Oil pressure supply device of reversing gear for ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6246050A true JPS6246050A (en) | 1987-02-27 |
Family
ID=16186325
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60186323A Pending JPS6246050A (en) | 1985-08-23 | 1985-08-23 | Oil pressure supply device of reversing gear for ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6246050A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59190519A (en) * | 1983-04-14 | 1984-10-29 | Yanmar Diesel Engine Co Ltd | Device for preventing hydraulic clutch from shock in fitting |
| JPS6069353A (en) * | 1983-09-23 | 1985-04-20 | Kawasaki Heavy Ind Ltd | Control device of clutch operating pressure of oil in speed changer |
-
1985
- 1985-08-23 JP JP60186323A patent/JPS6246050A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59190519A (en) * | 1983-04-14 | 1984-10-29 | Yanmar Diesel Engine Co Ltd | Device for preventing hydraulic clutch from shock in fitting |
| JPS6069353A (en) * | 1983-09-23 | 1985-04-20 | Kawasaki Heavy Ind Ltd | Control device of clutch operating pressure of oil in speed changer |
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