JP3325626B2 - Hydraulic control mechanism of marine speed reducer - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control mechanism for a marine speed reducer, which is fixed to a rear portion of an engine and switches the rotation of a propeller of a marine vessel between forward and backward.

[0002]

2. Description of the Related Art Conventionally, a technique relating to a hydraulic control mechanism of a marine deceleration reversing machine has been known. For example, as disclosed in Japanese Patent Application Laid-Open No. 1-98744.

[0003]

In the case of the above-mentioned prior art, a device for setting the rotation speed of the propeller is provided, and the setting device is configured to set the rotation speed of the propeller. However, in the case of low-speed navigation, control of the propeller speed is suitable, but when a wide range of low-speed navigation is required, control with a constant slip ratio can improve operability. is there. Also, when controlling the ship speed by remote control, the slip rate control
Operability is better if only the engine governor lever is controlled. According to the present invention, both the propeller speed control and the slip ratio control can be switched.

[0004]

The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described. That is, in a marine deceleration reversing machine equipped with means for increasing or decreasing the operating oil pressure of a hydraulic clutch, control for keeping the propeller speed constant and control for keeping the slip ratio constant can be controlled by a controller.
It can be switched by a control changeover switch 4 connected to the roller .

[0005]

Next, the operation will be described. In low-speed navigation, propeller rotation speed control enables a wide range of low-speed navigation, and when remotely controlling boat speed, control only the engine governor lever with slip ratio control to navigate. Thereby, the operability can be improved.

[0006]

Next, an embodiment will be described. 1 is a wiring circuit diagram of a hydraulic control mechanism of a marine deceleration reverser, FIG. 2 is a control block diagram, FIG. 3 is a flowchart diagram, FIG. 4 is a control block diagram, and FIG. 5 is a drawing showing an operation direction of a trolling dial 11. , FIG. 6 is a flowchart, and FIG. 7 is an electromagnetic pressure reducing valve V3.
FIG. 8 is a control block diagram, FIG. 9 is a flowchart in the case where the setting range of the propeller speed can be changed, and FIG. FIG. 11 is a control block diagram, and FIG. 11 is a drawing showing the trolling dial 11 having a configuration in which the setting range of the propeller speed can be changed.

Referring to FIG. 1, the overall structure of a hydraulic control mechanism of a marine reduction reversing machine will be described. The crankshaft of the engine E transmits power to the inside of the marine reduction and reversing machine M. A forward hydraulic clutch and a reverse hydraulic clutch are disposed inside the marine deceleration / reversing machine M, and one of them is selectively connected to perform forward / reverse shifting. The rotation after the shift is taken out to the output shaft, and the propeller L is rotated.

A forward / reverse switching valve V1 and an electromagnetic pressure reducing valve or a proportional electromagnetic valve V2 are interposed as a trolling valve. Further, the hydraulic pressure reduced by the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2 is switched to apply a hydraulic pressure to the forward / backward hydraulic clutch. A forward / reverse switching valve V1 for switching the pressure oil is provided. The forward / reverse switching valve V1 is operated by a forward / reverse switching lever 2.

The engine E has an engine speed sensor 24
However, the propeller L is provided with a propeller speed sensor 27. Hydraulic clutch sensors 25 and 26 for detecting engagement / disengagement of the forward / reverse hydraulic clutch are provided, and signals from these sensors are input to the controller C. ROM inside controller C
And a RAM and a CPU. The signal from each sensor is judged by the controller C, and the forward / reverse switching valve V1
And a control signal to the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2.

FIG. 2 is a block diagram of the control. The rotational speed of the engine E detected by the engine rotational speed sensor 24 is defined as an engine rotational speed NE.
Is configured to be compared with the propeller rotation speed NP detected by the above. T is a hydraulic oil tank that is also used by the marine deceleration reverser M, and P is a hydraulic oil pump P. With the configuration shown in FIG. 2, the engine speed NE and the propeller speed NP are obtained, and the control is performed so as to match the propeller speed set value NO or the slip ratio set value SO.

As shown in FIG. 2, the measured slip ratio ST is a value calculated from the engine speed NE, the reduction ratio i, and the propeller speed NP, and compares the measured slip ratio ST with the slip ratio set value SO. It calculates and transmits a signal for controlling the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2.

Similarly, in the case of propeller speed control,
The propeller rotation speed NP is obtained by the propeller rotation speed sensor 27, and the propeller rotation speed NP
Is compared, and a control signal is transmitted to the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2.

As shown in FIG. 3, a propeller rotational speed set value NO or a slip ratio set value SO is input as a trolling set value. Then, the operator selects either the propeller speed control or the slip ratio control by using the control changeover switch 4. Further, the speed reduction ratio i is inputted from the beginning because it is a constant value by the marine speed reduction reversing machine M.
The measured slip ratio ST is obtained from these set values, the propeller speed NP, and the engine speed NE, and the controller C performs automatic control.

As shown in FIG. 5, the trolling dial 1
1 is switched by the control changeover switch 4 to
The propeller rotation control and the slip ratio control are configured to set the set values in opposite directions.

Next, FIGS. 6, 7 and 8 will be described .
In this case, the propeller rotation speed NP does not increase to the propeller rotation speed set value NO despite the fact that the obstacle of the propeller is wrapped or some trouble occurs and the forward / reverse clutch is completely engaged. Control. If the forward / reverse clutch is completely engaged in this state for a long time, the clutch friction plate gradually burns.

That is, when the propeller speed NP is lower than the propeller speed set value NO, the hydraulic pressure is increased by the electromagnetic pressure reducing valve or the proportional electromagnetic valve V2, and the actual measured hydraulic pressure PT
However, if the state continues to be higher than the trolling upper limit hydraulic pressure PO, it is determined that an overload condition has occurred, an alarm is generated, and at the same time, time counting is started by a timer. Alternatively, a pressure reduction command is issued to the proportional solenoid valve V2. 7 and 8, the configuration of this control is disclosed.

9, 10, and 11, the range of the set value by the trolling dial 11 can be changed. In this case, set rotation range change switch 5
Is changed, the range of the set value is changed. With this change, the ranges of the slip ratio set value SO and the propeller rotational speed set value NO that can be set by the trolling dial 11 can be largely changed, so that it is possible to cope with the different set values of the propeller rotational speed in various places. is there.

[0018]

As described above, the present invention has the following advantages. That is, since the vehicle is configured as in claim 1, in the case of low-speed navigation, a wide range of low-speed navigation can be performed by controlling the rotation speed of the propeller, and in the case of controlling the boat speed by remote control, the slip ratio control is performed. By operating only the engine governor lever and sailing, operability can be improved.

[Brief description of the drawings]

FIG. 1 is a wiring circuit diagram of a hydraulic control mechanism of a marine deceleration reverser.

FIG. 2 is a control block diagram.

FIG. 3 is a flowchart.

FIG. 4 is a control block diagram.

FIG. 5 is a view showing an operation direction of a trolling dial 11;

FIG. 6 is a flowchart.

FIG. 7 is a hydraulic circuit diagram in which an electromagnetic pressure reducing valve V3 is interposed between a hydraulic oil pump P and a forward / reverse switching valve V1.

FIG. 8 is a control block diagram.

FIG. 9 is a flowchart in the case where the setting range of the propeller rotation speed can be changed.

FIG. 10 is a control block diagram.

FIG. 11 is a view showing a trolling dial 11 having a configuration in which a setting range of a propeller rotation speed can be changed.

[Explanation of symbols]

 V1 Forward / backward switching valve V2 Electromagnetic pressure reducing valve or proportional solenoid valve 2 Forward / backward switching lever 4 Control switch 5 Setting rotation range change switch

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B63H 23/08 B63H 23/30

Claims (1)

(57) [Claims] 1. A marine reverse and reduction gear provided with the means for increasing or decreasing the hydraulic pressure of the hydraulic clutch, and a control for the propeller speed constant, the control of the slip ratio to a constant that
Controllable by each controller.
A hydraulic control mechanism for a marine deceleration reversing machine characterized in that the hydraulic pressure can be switched by a control changeover switch 4 connected to the motor.