JPS647246B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention, in a hydraulic clutch attached to an internal combustion engine, controls the hydraulic pressure in accordance with the engine speed, thereby reducing the time required for engagement to occur at low speeds. The present invention relates to a control device that prevents rattling noise.

For example, an internal combustion engine such as a marine diesel engine is usually provided with a deceleration/reversal device consisting of a combination of a hydraulic clutch and a speed change gear between the engine output shaft and the propeller shaft, and a hydraulic direction changer and hydraulic adjustment device. By controlling the direction and degree of engagement of the hydraulic clutch, the direction and speed of rotation of the propeller shaft can be adjusted to freely control forward, reverse, speed, etc. of the ship.

By the way, in this type of device, if the hydraulic pressure is maintained at a high pressure when the clutch is in the neutral state, there will be no delay in the engagement time when the clutch is operated. Impact noises may be generated around the reducer, and conversely, if the hydraulic pressure is kept low when in neutral, rattling noises are prevented, but the fitting time is delayed, which generally makes it difficult to operate. There is a problem that the feeling of time becomes worse. To solve this,
For example, a two-stage pressure regulation method has been attempted in which a hydraulic pressure relief circuit is provided in the hydraulic circuit to keep the hydraulic pressure at high pressure when in neutral, and then release the hydraulic pressure at the same time as fitting and switch to low pressure, but the timing of hydraulic pressure relief is appropriate. Therefore, it is difficult to completely control the occurrence of rattling noise and the delay in insertion.

The present invention has focused on the above-mentioned problems, and has been made with the object of providing a control device for a hydraulic clutch that can prevent rattling noise at low speeds without delaying the engagement time during clutch operation. , an electrically driven clutch hydraulic direction changeover device, a hydraulic adjustment device that can adjust the pressure to any desired level,
The present invention is characterized by comprising an oil pressure detector, an engine rotational speed detector, and a control unit that provides a control output to the clutch oil pressure direction switch and the oil pressure adjustment device, and the control unit is provided with the following calculation means. There is. The calculation means provided in the control section calculates that when the clutch is in neutral,
A control output is output to the hydraulic adjustment device to maintain the neutral pressure set in advance according to the engine speed, and when a hydraulic circuit is formed on the side where the clutch is engaged by the operation of the clutch hydraulic directional switch, After maintaining the neutral pressure for a waiting time set in advance according to the engine speed, a control output is output to the hydraulic pressure adjustment device to reduce the hydraulic pressure to a predetermined pressure at which no rattling noise occurs. There is.
The neutral pressure and waiting time, which are set according to the engine speed mentioned above, are both determined in advance through tests, and this changes the hydraulic oil discharge amount and pressure, causing the engine to This makes it possible to perform appropriate control that deals with the fact that the actual oil pressure changes with respect to the set value depending on the rotational speed. Further, the predetermined pressure at which no rattling noise occurs is a value determined by the capacity of the clutch, etc., and is also a relatively low pressure determined in advance through tests.

Hereinafter, the present invention will be specifically explained with reference to an illustrated embodiment.

In the block diagram of FIG. 1, 1 is a clutch hydraulic pressure direction switch, 2 is a hydraulic pressure adjusting device consisting of a hydraulic pressure regulating valve 3 and a drive device 4 that drives it, 5 is an oil pressure detector, 6 is an engine rotation speed detector, 7 is a control section. The control unit 7 receives manual input such as steering wheel operation.
A/D converter 9 converts the input from the oil pressure detector 5 into A/D, and a relay 1 provides a drive output to the drive device 4.
0, 11, memory device 12, and various input signals to perform necessary calculations and output a control output for the clutch hydraulic directional switch 1 and a control output of the hydraulic pressure adjustment device 2 for the relays 10, 11. It is equipped with a device 13, the main parts of which can be configured by, for example, a microcomputer.

FIG. 2 shows an example of a schematic structure of the clutch hydraulic direction changer 1 and the hydraulic pressure adjusting device 2, and a related hydraulic circuit. A DC motor 4a is used in the drive device 4 of the hydraulic adjustment device 2, and a relay 10
Alternatively, the output shaft 21 rotates in the direction of pressure increase or decrease in response to the operation of 11, and the servo valve 23 in the oil pressure regulating valve 3 is moved in the axial direction via the threaded coupling 22. Accordingly, the servo valve 23
The servo piston 24 provided on the outside moves to a position where the repulsive force of the pressure regulating spring 25 and the supply pressure of the hydraulic pump 26 are balanced, and the pressure regulated to a predetermined value is supplied to the output port 27. be done. A potentiometer 5a is used in the oil pressure detector 5, and is configured to detect the position of a detection guide pin 28 attached to the shaft of the servo valve 23. There is a unique relationship between the reading of the potentiometer 5a and the pressure obtained at the output port 27 of the hydraulic pressure regulating valve 3, as shown in FIG. Then pressure is detected and the potentiometer 5
The reading of a is sent to the arithmetic unit 13 via the A/D converter 9.
is input.

The clutch hydraulic directional switch 1 is connected to a pilot valve 3.
1. It is equipped with a forward switching valve 32 and a reverse switching valve 33, and the figure shows a neutral state. Arithmetic device 1
When the pilot valve 31 operates to the forward or reverse side according to the output of the hydraulic pressure regulating valve 3, the valve body 34 or 35 of the switching valve 32 or 33 moves due to the supply pressure of the hydraulic pump 26, and the output port 27 of the hydraulic pressure regulating valve 3 moves.
A hydraulic circuit is formed from the clutch to the forward cylinder 36 or reverse cylinder 37, and the clutch is inserted into the forward or reverse side.

Note that 38 is a filter, 39 is a pressure regulating valve, and 40 is an oil pan.

Next, the operation will be explained. First, when the clutch is in the neutral state, no pressure is supplied to the forward cylinder 36 and the reverse cylinder 37, and the pressure obtained at the output port 27 is closed before the switching valves 32 and 33. At this time, the hydraulic pressure adjustment device 2 maintains the neutral pressure P ₀ at a relatively high pressure with the servo valve 23 pushed in the pressure increasing direction. This neutral pressure P ₀ is set according to the engine speed as shown in Figure 4, and there is a relationship in which the pressure increases as the engine speed decreases, and this relationship is It is stored in the storage device 12 in the form of a table. Then, the arithmetic unit 13 performs an arithmetic operation to obtain a reading of the potentiometer 5a that satisfies the relationship shown in FIG.
The DC motor 4a is driven and the hydraulic pressure adjustment device 2 is controlled to obtain a predetermined neutral output _P0 .

Now, manually operate the clutch position changeover switch 8.
When the switch 8 is operated, the arithmetic unit 13
A switching signal is inputted from the arithmetic unit 13, and a control output corresponding to the switching signal is outputted from the arithmetic unit 13 to the clutch hydraulic direction switching device 1, and the switching valve 32 or 33 is operated to start the clutch engagement operation. Next, after waiting for a waiting time T ₂ corresponding to the engine speed, a control output is output that activates the relay 11, and the hydraulic pressure regulator 2 is activated in the direction of pressure reduction, and the potentiometer is operated until the preset low pressure P ₂ is reached. Decrease the oil pressure while comparing with the reading of 5a. This waiting time T ₂ is
As shown in Fig. 5, these are set according to the engine speed, and the relationship is such that the lower the engine speed, the longer the time.This relationship is stored in the storage device 12 in the form of a numerical table. I have it memorized. and,
The arithmetic unit 13 calculates a waiting time that satisfies the relationship shown in FIG. 5 according to the detection output from the engine speed detector 6.
It calculates T ₂ and starts operating the relay 11. Further, the low pressure _P2 is a value that has been obtained in advance in accordance with the clutch capacity, etc., and is stored in the storage device 12 as the pressure that must be reduced to this extent in order to prevent the occurrence of rattling noise.

FIG. 6 is a control flowchart for performing the above operations, and FIG. 7 is a time chart. Time T ₁ in FIG. 7 is the fitting time, and the driven shaft rotation speed, for example, the propeller rotation speed, rises after this fitting time T ₁ and operation at the desired speed is started, but the waiting time mentioned above By maintaining a relatively high neutral pressure P ₀ for a certain period of time, T ₂ eliminates the need to delay the insertion time T ₁ , and moreover, the pressure P ₂
The optimum value that does not generate rattling noise is set depending on the engine speed. When the engine speed is in the range where the rattling noise occurs, as long as the input from the clutch position selector switch 8 is maintained, the oil pressure will continue to be maintained at P ₂ as shown in Figure 7, and the rattling noise will be suppressed. Occurrence has been prevented. In addition, when the engine speed is not in the rattle noise generation range, the pressure P ₂ is low.
No pressure reduction takes place. As is clear from the description of the embodiments above, the present invention maintains a neutral pressure that is preset according to the engine speed when the clutch is in its neutral state, and maintains a neutral pressure that is preset according to the engine speed when the clutch is engaged. After maintaining the neutral pressure for a waiting time, the hydraulic pressure is lowered to a pressure that does not generate rattling noise, which minimizes the delay in clutch engagement time and allows the clutch to engage at low speed. Moreover, these controls compensate for changes in hydraulic oil discharge amount and actual oil pressure depending on engine speed, and maintain good control regardless of engine speed. This makes it easier to control. In addition, the actual operation of manual clutch switching is completely unchanged from conventional methods, and operability is not compromised.The entire device can be controlled electrically, making remote control easier and improving operability. It will become.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention; Fig. 1 is a block diagram, Fig. 2 is a hydraulic system diagram showing the schematic structure of the hydraulic circuit and related equipment, and Fig. 3 is the relationship between potentiometer reading and oil pressure. Figure 4 is a diagram showing the relationship between engine speed and neutral pressure set value, Figure 5 is a diagram showing the relationship between the engine speed and the set value of neutral pressure.
The figure shows the relationship between the engine speed and the set value of the waiting time, FIG. 6 is a control flowchart, and FIG. 7 is a control time chart. DESCRIPTION OF SYMBOLS 1...Clutch oil pressure direction changer, 2...Hydraulic pressure adjustment device, 5...Oil pressure detector, 6...Engine speed detector, 7...Control unit, 13...Arithmetic unit, _P0 ...
... Pressure at neutral time, T ₂ ... Waiting time, P ₂ ... Pressure at which rattling noise does not occur.

Claims (1)

[Scope of Claims] 1. An electrically driveable clutch hydraulic direction changeover device, a hydraulic pressure adjustment device that can be adjusted to any pressure, a hydraulic pressure detector, an engine rotation speed detector, and the clutch hydraulic direction changeover device. In a hydraulic clutch control device that is equipped with a control unit that provides a control output to a hydraulic adjustment device, when the clutch is in neutral, a control output is sent to the hydraulic adjustment device to maintain a neutral pressure that is preset according to the engine speed. When a hydraulic circuit is formed on the side where the clutch engages due to the operation of the clutch hydraulic direction switch, the neutral pressure is maintained for a preset waiting time according to the engine speed, and then the clutch hydraulic pressure is output. 1. A control device for a hydraulic clutch, characterized in that a control section is provided with arithmetic means for outputting a control output to a hydraulic pressure adjusting device to lower the hydraulic pressure to a predetermined pressure at which no sound is generated.