JPS6248099B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates primarily to a hydraulic clutch interposed between a main engine and an output shaft system in a ship, and more particularly to a hydraulic clutch capable of controlling clutch operating oil pressure.

Fig. 1 shows the hydraulic circuit of the hydraulic speed reduction/reversing clutch for ships of the present invention (hereinafter simply referred to as the hydraulic clutch), but the hydraulic circuit of the conventional hydraulic clutch is different from the clutch operation of the hydraulic circuit shown in Fig. 1. Instead of the hydraulic pressure regulating valve (hereinafter referred to as clutch pressure regulating valve) 22, a clutch pressure regulating valve 22' (valve body 2
8' (see FIG. 5) is used.

When the selector 21 is switched to normal rotation (or reverse rotation), the relationship between the clutch operating oil pressure and the engine speed becomes as shown by the curve P ₁ P ₁ cPc in FIG. 8. however,
The oil pump is a displacement type such as a gear pump, and is driven by the engine at a constant rotation ratio.

Note that Pc (Pc= _P0c = _P1c = _P2c = _P3c = _P4c ) is the set pressure of the clutch pressure regulating valve 22'.

When the engine speed is extremely low, the discharge amount of the oil pump is small, so the oil pressure does not reach the set pressure Pc due to leakage from various parts, resulting in a _P1 curve. If there is no leakage from any part, the hydraulic pressure will be the set pressure (Pc = P ₀ c = P ₁ c = P ₂ c = P ₃ c
= P ₄ c) and becomes constant.

In Fig. 8, the Hs curve shows the relationship between the engine speed and the engine output during cruising, and the Ps curve shows the required hydraulic pressure for the clutch at that time. The H _B curve shows the relationship between engine speed and engine output during bollard operation (mooring operation), and the P _B curve shows the required hydraulic pressure for the clutch at that time.

Therefore, the output range of the marine engine of this example is below the curve H _B H _B1 H _S1 , and the required clutch hydraulic pressure at that time is the curve P _B P _B1 P _S1 . However, since the hydraulic pressure of the clutch is on the curve P ₁ P ₁ cPc, the hydraulic pressure is much higher than necessary at medium speeds or lower, especially at low speeds.

This is because the oil pump not only wastes power at medium speeds or lower, but also because the clutch oil pressure is high, the coupling torque of the clutch becomes large and torsional rigidity increases, causing the following serious problems.

In other words, diesel engines have large torque fluctuations at low speeds and correspondingly large rotational speed fluctuations, so if the torsional rigidity of the clutch is high, the engine rotational fluctuations will be transmitted to the hydraulic clutch, causing intense gear noise. . This gear noise not only significantly worsens the ship's environment, but also damages the tooth surfaces of the gears due to their collision, and the vibrations generated by torque fluctuations may loosen bolts, etc. in the engine and various parts of the ship's hull. Cracks in piping, cuts in electrical wiring, etc.
causing serious accidents.

Conventional countermeasures have been to install a very oversized flywheel to reduce speed fluctuations at low speeds, or to use fluid couplings or special couplings to connect to the engine, but these have been extremely heavy and costly. I was getting used to it.

The present invention attempts to solve the above-mentioned problems, and aims to provide a hydraulically controlled hydraulic clutch that can provide appropriate operation even during low speed rotation.

Therefore, in the hydraulic clutch interposed between the engine and the output shaft system, the engine output is transmitted from the oil pump to the clutch operating hydraulic path leading to the clutch operating mechanism via the clutch operating hydraulic pressure regulating valve. a pressure regulating throttle hole that can reduce the pressure while leaving the necessary hydraulic pressure for A pressure oil release path is provided for releasing the pressure oil flowing out through the pressure regulating throttle hole and the throttle pressure regulating valve into at least the clutch bearing lubricating oil system, and the pressure regulating throttle hole and the throttle pressure regulating valve adjust the clutch operating hydraulic pressure. It is characterized by being provided on the valve body of the valve.

That is, in the present invention, first, the relationship between the engine speed and the required oil pressure of the clutch is determined from the relationship between the engine speed and the engine output, and then the required oil pressure of the clutch is determined from the relationship between the engine speed and the discharge amount of the oil pump. The aperture hole diameter is required to ensure the following.

Then, a throttle hole (pressure regulating throttle hole) with the diameter determined by the above calculation is installed in the clutch operating hydraulic path, and a throttle pressure regulating valve that opens at the required hydraulic pressure is installed to reduce the clutch hydraulic pressure to the necessary and sufficient hydraulic pressure at low speeds. By reducing the slip torque of the clutch and causing the clutch to slip when the engine is at peak torque, the generation of gear noise can be prevented by reducing clutch speed fluctuations.

At medium speeds and lower rotation speeds, the clutch operating pressure becomes the necessary and sufficient hydraulic pressure, and the wasted power of the oil pump can be saved, so the fuel consumption of the engine can be saved.

These measures can be taken with almost no cost increase,
It has the advantage that it can be easily applied to existing hydraulic clutches.

Hereinafter, an embodiment in which the present invention is applied to a hydraulic speed reduction/reversing clutch for ships will be explained with reference to the drawings. FIG. A clutch shaft 3 is driven from an output shaft 1 of a diesel engine (not shown) through a joint 2. A clutch box 4 and a reverse intermediate drive gear 5 are fixed to the clutch shaft 3 by shrink fit or the like, and a normal rotation drive gear 6 is rotatably supported.

A clutch box 8 and a reverse intermediate driven gear 9 are fixed to the reverse rotation shaft 7 by shrink fit or the like, and a reverse rotation driving gear 10 is rotatably supported. Note that the reverse intermediate drive gear 5 and the driven gear 9 are meshed with each other.

The reduction gear 11 is the forward rotation and reverse rotation drive gear 6,1
0, and is fixed to the reduction shaft 12 by shrink fit or the like. In addition, the propeller shaft 14 is connected to the joint 1
3 to the deceleration shaft 12.

In addition, the reference numeral 15 in the figure is an oil pump, 16 is an oil reservoir (drain tank), 17 is a strainer, and 18
19 is an oil pressure gauge, 19 is an oil cooler, 20 is a switching valve, 21 is a selector, 22 is a clutch pressure regulating valve (clutch operating oil pressure regulating valve), and 25 and 26 are pressure regulating orifice holes provided in the valve body 28 of the clutch pressure regulating valve, respectively. and a throttle pressure regulating valve, 23 a lubrication oil pressure regulating valve (hereinafter referred to as a lubrication pressure regulating valve), and 24 a buffer throttle valve.

FIG. 2 shows the details of the switching valve 20 shown in FIG. A valve body 44, a spring 45, a buffer throttle valve valve body 46, a spring 47, a throttle valve seat 48, a selector restraining lid 49, and a pressure regulating valve restraining lid 50 are attached.

Note that the clutch pressure regulating valve 22 shown in FIG.
The lubricant pressure regulating valve 23 shown in the figure is different from each member 44, 4 shown in FIG.
5, and the buffer throttle valve 24 shown in FIG. 1 is made up of each member 46, 47, 48 shown in FIG.

The oil discharged from the oil pump 15 flows through the inlet port 38.
The pressure enters the switching valve main body 27, the pressure is regulated by the clutch pressure regulating valve 22, and the pressure is distributed by the selector 21. Excess oil whose pressure is regulated by the clutch pressure regulating valve 22 having the valve body 28 flows out to the pressure oil release path B, and is further pressure regulated by the lubrication pressure regulating valve 23 and sent to the clutch bearing lubricating oil system A. Lubrication pressure regulating valve 23
The excess oil whose pressure has been regulated is discharged from the discharge port 40 to an oil reservoir (drain tank).

FIG. 3 shows details of the valve body 28 of the clutch pressure regulating valve in FIG. The valve body 28 is connected to the body 2
9. The flange portion 30 and the inner spring guide portion 31 are integrally formed, and the inside of the valve body 28 is provided with a hollow portion 32 and a discharge port 33, and is further press-fitted into the opening at one end of the hollow portion 32. A throttle hole 25 is formed in the casing 34 that is fitted and fixed by a screw or the like.

A valve element 36 of the throttle pressure regulating valve 26 is disposed in a conical recess communicating with the inner end of the throttle hole 25, and a pressure regulating throttle valve spring 37 that presses the valve element 36 is inserted into the hollow portion 32. Loaded.

In this way, the pressure oil flowing out through the throttle hole 25 and the throttle pressure regulating valve 26 enters the pressure oil release path B and is released toward at least the clutch bearing lubricating oil system A. In this example, a steel ball is used as the valve body 36 of the throttle pressure regulating valve 26.

FIG. 8 shows the relationship between the engine speed, engine output, and clutch operating oil pressure of a marine engine.

The relationship between engine speed and engine output during cruising is curve Hs, and the required oil pressure for the clutch at this time is curve Ps. Furthermore, the engine speed, engine output, and required oil pressure for the clutch at the time of bollarding are represented by curves H _B and P _B , respectively.

Therefore, the output range of the marine engine in this example is below the curve H _B H _B1 Hs ₁ , and the required oil pressure of the clutch is below the curve P _B P _B1 Ps ₁ . For the actual clutch oil pressure, it is sufficient to add some margin to the curve P _B P _B1 Ps ₁ .

However, when a conventional clutch pressure regulating valve (as shown in Figs. 4 and 5) is used, the relationship between engine speed and clutch oil pressure is expressed by the curve P ₁ P ₁ cPc (P ₁ c, Pc are the settings by the clutch pressure regulating valve). (pressure), and the oil pressure is excessive, especially at medium speeds or lower.

Therefore, at medium speeds or lower, the engine generates more hydraulic pressure than necessary, which not only causes the engine to generate wasted power and therefore wastes fuel, but also because the torsional rigidity of the clutch is high. Due to engine torque fluctuations, intense gear noise is generated due to the contact between the tooth surfaces of the clutch gears.

This gear noise not only significantly deteriorates the ship's environment, but also damages the tooth surfaces of the gears, and the vibrations generated by torque fluctuations can loosen bolts, etc. in the engine and various parts of the ship, crack pipes, and damage electrical wires. This caused severe accidents and problems, such as cutting off equipment, causing damage to electronic equipment such as fishing probes, and causing schools of fish to scatter due to the noise, resulting in a sharp drop in catches.

In order to improve this problem, in place of the conventional clutch pressure regulating valve 22' (Figs. 4 and 5),
It is conceivable to use a pressure regulating valve 22'' with a throttle hole 25'' shown in the figure. In addition, the code 28'' is a valve body, 3
3'' indicates the outlet.

However, the throttle hole 2 in this pressure regulating valve 22''
It is not easy to finalize the area of 5'' at the design stage because it is considerably influenced by variations in leak area at other leak points, flow characteristics of individual oil pumps, viscosity of oil, etc.

For example, in Fig. 8, if a valve body 28'' (Fig. 7) whose throttle hole 25'' has the same diameter is used, the hydraulic characteristics will be curve P ₂ in some engines of the same model, but in other engines. Curve P ₃ , and in other institutions may be curve P ₄ .

Now, in Figure 8, curve P ₂ is the limit of gear noise generation (at medium speed or lower, areas where the oil pressure is higher than curve P ₂ generate gear noise and cannot be used), and curve P _B is the clutch slip. (in the area where the oil pressure is lower than the curve P _B , the clutch slips and cannot be used), then the usable range of the valve body 28'' (see Figure 7) is between the curves P ₂ and P _B. In this case, curve P ₄ becomes curve P _B in the low rotation range, so it cannot be used because the clutch slips in the low rotation range. Similarly, anything that exceeds curve P ₂ at medium speed or lower will cause gear noise. Unable to use due to outbreak.

In such a case, the diameter of the throttle hole 25'' must be changed so that the hydraulic characteristics fall within the range of curves P ₂ and P _B. For this reason, even if the same type of marine engine is used, the valve body Since the dimensions of the 28" orifice 25" must be changed, it is extremely inconvenient from the viewpoint of production, management, and after-sales service, especially in the case of mass production.

Therefore, in order to solve this problem, the hydraulic clutch of the present invention has a clutch pressure regulating valve 22 as shown in FIG.
A pressure regulating throttle hole 25 and a throttle pressure regulating valve 2 are provided in the valve body 28 of
6 is provided. The details of the clutch pressure regulating valve 22 are shown in FIG.

FIG. 9 shows only the curves P _B , _{P 2} , P ₃ , and P ₄ in FIG. ₈ in an enlarged _manner . P ₄ are each P _B
0 P _B1 , P ₂₀ P ₂ c, P ₃₀ P ₃ c _{P 40} P ₄ c.

When valve bodies 28'' (see Fig. 7) with the same throttle hole 25'' diameter are used in different engines of the same model, for example, the hydraulic characteristics of #1, #2, and #3 engines will be different from each other.
P ₂₀ P ₂ c (P ₂ curve), P ₃₀ P ₃ c (P ₃ curve), P ₄₀ P ₄ c (P ₄
curve). In this case, the aperture hole 2
The valve body 28'' with 5'' can be used for engines #1 and #2, but cannot be used for engine #3 because it causes clutch slip in the low speed range.

Here, if the above-mentioned valve body 28'' is changed to the valve body 28 shown in FIG. 3, the result will be as follows.However, the valve body 28''
The area of the throttle hole 25 in 8 is the same as the throttle hole 25'' of the valve body 28''.

The valve opening pressure of the valve body 28 is set to P _B0 with respect to its throttle hole 25 by the valve body 36 of the throttle pressure regulating valve 26 and its spring 37, so the minimum adjustment pressure is equal to the engine rotation speed (oil pump rotation speed). P is greater than or equal to P _B0 regardless of.

Since the discharge amount is small where the rotational speed is particularly low, the lift of the valve body 36 in the throttle pressure regulating valve 26 is small, and the oil passage area between the valve body 36 and the casing 34 is larger than the area of the throttle hole 25. small.
Since the discharge amount of the oil pump increases as the rotational speed increases, the lift of the valve body 36 increases, and the passage area between the valve body 36 and the casing 34 increases until it becomes approximately equal to the area of the throttle hole 25.

Now, referring to Fig. 9, a valve body 28'' with a throttle hole 25'' is used, and the hydraulic characteristic is P ₄₀ P ₄ c (P ₄ curve).
If the valve body 28 is changed to the one shown in Fig. 3 in which the area of the throttle hole 25 is the same and the valve opening pressure is set to P _B0 , due to the above-mentioned reasons, the adjustment at the lowest rotation speed The pressure is _P
It is higher than ₀ and becomes P′ ₄₀ . This pressure increases as the rotation speed increases, but at the same time, the pressure regulating spring 37 is compressed, the lift of the valve body 36 increases, and the passage area between the valve body 36 and the valve seat surface of the casing 34 increases. , the pressure rises slowly. When the passage area between the valve body 36 and the casing 34 increases and becomes almost the same as the area of the throttle hole 25, the regulated pressure almost matches that of the valve body 28''; The pressure characteristics are similar to those of . That is, the hydraulic characteristic of the valve body 28'' is P ₄₀ P ₄ c, while that of the valve body 28 is P' ₄₀ P ₄ c.

Similarly, the hydraulic characteristics of the valve body 28'' are P ₃₀ P ₃ c, P ₂₀ P ₂ c
When the valve body 28 is used in the case where the valve body 28 is used, the values become P' ₃₀ P' ₂₀ P ₂ c, respectively. In addition, here P ₂₀ > P ₃₀ >
When P ₄₀ , P′ ₄₀ −P ₄₀ ＞P′ ₃₀ −P ₃₀ ＞P′ ₂₀ −P ₂₀
becomes.

The reason for this is that the opening pressure of the throttle pressure regulating valve 26 is P _B0
If the adjustment pressure at the minimum rotational speed is P ₄₀ , a pressure of P _B0 - P ₄₀ is required before the valve opens (lift 0), and the valve body 36 is compressed by compressing the spring 37. A pressure of P′ ₄₀ −P _B0 is required for opening.

Similarly, in the case of P ₃₀ and P ₂₀ , P ₃₀ > P _B0 ,
Since P ₂₀ > P _B0 , the valve body 36 has already opened due to the compression of the spring 37, so the opening area (proportional to the lift of the valve body 36) and the pressing force of the spring 37 (a function of the lift of the valve body 36) ), the pressure is determined by the discharge amount of the oil pump, etc., and becomes P' ₃₀ and P' ₂₀ , respectively.

In addition, since P ₂₀ > P ₃₀ > P _B0 , the lift of the valve body 36 at each pressure is L ₂₀ , L ₃₀ , L _{B0 ,} respectively.
Similarly, L ₂₀ >L ₃₀ >L _B0 . However, it is assumed that L _B =0.

Furthermore, as already mentioned, the maximum lift value of the valve body 36 is the amount by which the opening area of the synchronized pressure valve 26 is approximately the same as the area of the throttle hole 25, and this is defined as Lmax. Next, if the lifts of the valve body 36 at P' ₂₀ , P' ₃₀ , and P' ₄₀ are respectively L' ₂₀ , L' ₃₀ , and L' ₄₀ , then L' ₂₀ >
Although L′ ₃₀ >L′ ₄₀ , these values are close to Lmax, and there is little difference between them. That is, generally there is the following relationship.

L ₂₀ −L ₃₀ ＞L′ ₂₀ −L′ ₃₀ L ₃₀ −L ₄₀ ＞L′ ₃₀ −L′ ₄₀ (L ₄₀ =L _B0 =0) Therefore, L′ ₂₀ −L ₂₀ ＜L′ ₃₀ − L ₃₀ <L' ₄₀ -L _B0 Therefore, P' ₂₀ -P ₂₀ <P' ₃₀ -P ₃₀ <P' ₄₀ -P _B0Of course, P' ₄₀ -P _B0 <P' ₄₀ -P _40This is the lowest The lower the adjustment pressure at the rotation speed,
The pressure increase effect is large in the low rotation range of the valve body 28, and the higher the adjusted pressure, the smaller the pressure increase. This effect is particularly great when the adjustment pressure at the lowest rotational speed is lower than P _B.

In Figure 9, the usage range of this clutch is curve P _B
If it is within the range of ₀ P _B1 Ps ₁ and P ₂₀ P ₂ cPc, the valve body 2
8", the curve P ₄₀ P ₄ c cannot be used because the clutch slips in the low speed range. However, if the valve body 28 is used, the curve P 40 P 4 c cannot be used at the lowest speed.
A pressure increase of P′ ₄₀ −P ₄₀ is obtained, and the larger this value is, the more advantageous it is against slip.

Next, when using the valve body 28'', the curve
When P ₂₀ P ₂ c, it is impossible to increase the oil pressure any higher because gear noise will occur in the low speed range. In this case, it is preferable that the pressure increase when using the valve body 28 be small. Therefore, when P ₂₀ > P ₃₀ > P ₄₀ above, P′ ₄₀ −P ₄₀ >P′ ₄₀ −P _B0
The relationship >P' ₃₀ -P ₃₀ >P' ₂₀ -P ₂₀ is extremely preferable since it meets the desirable conditions of the clutch of the present invention.

As described in detail above, according to the hydraulically controlled hydraulic clutch of the present invention, the clutch operating hydraulic pressure can be controlled accurately, and the generation of gear noise in the low speed range, which has been a problem in the past, can be avoided. In addition to appropriately preventing the adverse effects of the vibration on other members, there is also the advantage that the structure can be made compact.

[Brief explanation of the drawing]

FIG. 1 is a hydraulic circuit diagram showing a case in which a hydraulically controlled hydraulic clutch as an embodiment of the present invention is applied to a speed reduction/reversing clutch for ships, and FIG. 2 is a hydraulic circuit diagram showing a hydraulic clutch according to the present invention including a clutch operation hydraulic pressure regulating valve. 3 is a vertical sectional view showing the detailed structure of the valve body of the regulating valve shown in FIG. 2, and FIG. 4 is a schematic diagram showing a conventional clutch operating hydraulic pressure regulating valve. FIG. 5 is an explanatory view showing the valve body of the conventional regulating valve, FIG. 6 is a schematic diagram showing a clutch actuation hydraulic pressure regulating valve as a reference example, and FIG. 7 is a diagram showing the valve body of the regulating valve in the above reference example. FIG. 8 is a graph showing the relationship between engine speed, engine output, and clutch operating oil pressure of a marine engine, and FIG.
This is a graph showing an enlarged main part of the graph shown in the figure. 1...Output shaft of diesel engine, etc., 2...Joint, 3
...clutch shaft, 4...clutch box, 5...reverse rotation intermediate drive gear, 6...normal rotation drive gear, 7...reverse rotation shaft, 8...clutch box, 9...reverse rotation intermediate driven gear, 10...reverse rotation drive gear, 11...reduction gear , 12... deceleration shaft, 13...
Coupling, 14...Propeller shaft, 15...Oil pump, 16
...Oil sump (drain tank), 17...Strainer, 18...Oil pressure gauge, 19...Oil cooler, 20
...Switching valve, 21...Selector, 22...Clutch pressure regulating valve (clutch operating hydraulic pressure regulating valve), 23...Lubrication pressure regulating valve (lubrication hydraulic pressure regulating valve), 24...Buffer throttle valve, 2
5... Pressure regulating throttle hole, 26... Throttle pressure regulating valve, 27... Switching valve body, 28... Valve body of clutch pressure regulating valve, 29... Body, 30... Flange, 31... Inner spring guide part, 32...
Hollow part, 33...Discharge port, 34...Casing, 36
... Valve body of throttle pressure regulating valve, 37... Pressure regulating throttle valve spring, 3
8...Inflow port, 40...Outlet port, 41...Buffer piston, 42...Outer spring, 43...Inner spring, 44...Valve element of lubrication pressure regulating valve, 45...Spring, 46...Valve element of buffer throttle valve, 47...Spring , 48... Throttle valve seat, 49... Selector holding lid, 50... Pressure regulating valve holding lid, A... Clutch bearing lubricating oil system, B... Pressure oil release path.

Claims (1)

[Claims] 1. In a hydraulic clutch interposed between the engine and the output shaft system, the hydraulic power necessary to transmit the engine output to the clutch operating hydraulic path from the oil pump to the clutch operating mechanism via the clutch operating hydraulic pressure regulating valve. A pressure regulating throttle hole that can reduce the pressure while leaving the oil pressure, a throttle pressure regulating valve that opens at or above the required hydraulic pressure at the minimum operating speed of the engine and communicates with the pressure regulating throttle hole, and the pressure regulating throttle hole. and a pressure oil release passage for releasing the pressure oil flowing out through the throttle pressure regulating valve to at least the clutch bearing lubricating oil system, and the pressure regulating throttle hole and the throttle pressure regulating valve are connected to the valve body of the clutch operating hydraulic pressure regulating valve. A hydraulically controlled hydraulic clutch.