JPH07280125A - Fluid pressure-actuated device - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a vibration noise without any harm to the display of maximum drive capability. CONSTITUTION:This device is formed out of a disc valve 22 laid in a valve enclosure 21 so as to be capable of axial displacement for forming a disc type throttle passage 224, a spool 23 laid so as to be capable of axial displacement via a compression spring 28 for following the valve 22 via the selection of a fluid passage formed in the valve 22, and an electromagnet 24 for axially driving a moving core 25 laid in contact with the spool 23. In addition, the return fluid passage of a control valve 50 is provided with a disc type throttle valve 20 having a control system 30 connected for feeding control current to the electromagnet 24 for widening the passage 224 when a small flowrate is required, while narrowing the passage 224 when a small flowrate is required.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid pressure drive device applied to a rudder drive device of a ship.

[0002]

2. Description of the Related Art FIG. 3 is a view showing a conventional electrohydraulic rudder drive device for a ship. The main components of this device are the steering signal generator 10 and the control valve 50 which is an electrohydraulic servo valve.
From the cylinder 70 that moves the piston 72 by operating hydraulic pressure from the control valve 50, the rudder portion 80 that is driven by the movement of the piston 72, and the flow rate adjustment valve 60 that controls the flow rate of return oil that exits from the control valve 50. Become.

In FIG. 3, when the joystick stand 19 of the steering signal generator 10 is operated, the signal from the oscillator 16 enters the input converter 11 and the command signal Vc is output. The adder 13 compares the feedback signal Vf detected by the detector 89 and passed through the feedback converter 12 with the command signal Vc to calculate the deviation signal Vd and inputs it to the limiter 14. In the limiter 14, when the deviation signal Vd is too large, it is input to the amplifier 15 to the maximum extent. The amplifier 15 generates a current corresponding to the input voltage from the limiter 14 to generate the force motor coil 5 of the control valve 50.
Flush to 4.

In FIG. 3, when the control current from the steering signal generator 10 flows through the force motor coil 54 of the control valve 50, an electromagnetic force corresponding to the current is generated to move the movable disc 55 to the left or right depending on the direction of the current. Aspirate in either direction. In the valve housing 51 of the control valve 50, the axes of the main valve 52 and the movable disc 55, which are provided in the axial center of the main valve cylinder 57, are repulsed by the three compression springs 566, 567 and 568. Balanced. The auxiliary valve 53 is connected to the shaft of the movable disc 55 and is displaced integrally with the movable disc 55 in the axial direction. The auxiliary valve 53 has a large-diameter portion formed at the center and at both ends, and closes the oil passage formed in the valve housing 51 at the time of equilibrium. When the auxiliary valve 53 is displaced, it branches from the supply port 511 and the pressure reducing valve 5
The pressure oil that has entered the central port of the auxiliary valve 53 via 8 passes through the right or left port as the auxiliary valve 53 is displaced, and applies hydraulic pressure to the pressure chamber at the right end or the left end of the main valve 52. For example, when the movable disk 55 is attracted to the right by the force motor coil 54, the compression spring 567 is compressed and the auxiliary valve 5 is compressed.
3 is also displaced to the right, the hydraulic pressure is applied to the right end pressure chamber of the main valve 52, and pushes the main valve 52 to the left. When the main valve 52 compresses the compression spring 568 and displaces it to the left, the compression spring 566 extends, the repulsive force of the compression spring 567 pushes back the auxiliary valve 53 and the movable disc 55, and these spring forces are applied to the force motor coil. 54
The position is in equilibrium with the suction force of. When the main valve 52 is displaced to the left in this way, the pressure oil entering from the supply port 511 communicates with the load port 512, and the load port 513 communicates with the return oil port 514.

In FIG. 3, the load port 512 of the control valve 50 is shown.
The pressure oil from the above enters the oil inlet / outlet 74 of the left chamber of the cylinder 70 and propels the piston 72 to the right. The oil in the right chamber of the piston 72 exits from the oil inlet / outlet port 75 and enters the load port 51 of the control valve 50.
It is discharged from 3 to the return oil port 514. When the piston 72 moves to the right, the rudder 88 is driven to the right via the rod 73, the link 82, and the arm 81. The steering angle is detected by the detector 89 and sent to the feedback converter 12, the deviation signal Vd is calculated by the adder 13, and when the deviation signal Vd becomes zero, the control valve 50 becomes the neutral position and the steering of the cylinder 70 is changed. Driving stops.

In FIG. 3, the return oil port 51 of the control valve 50 is shown.
The oil discharged from No. 4 enters the inflow port 611 of the flow rate adjusting valve 60, and flows from the upstream portion 621 to the conical flow path 622 and the control flow path 628.
Divert to and. The oil that has flowed through the conical passage 622 is the throttle 65,
It flows through the pre-throttle chamber 673, the orifice 67, and the post-throttle chamber 674, exits from the outflow port 612, and returns to the return oil container (not shown). The oil that has entered the control channel 628 is the throttle 66 and the control chamber 62.
9. Flow through the throttle 65 and join in the rear chamber 674. The orifice 67 is adjusted and set to an appropriate diaphragm. When the oil flow rate is small, the difference in oil pressure between the pre-throttle chamber 673 and the post-throttle chamber 674 is small, and the force of the oil that pushes the piston 63 to the right is small. Therefore, the piston 64 is pushed to the left by the spring 64. Leaning
The gap of the conical channel 622 is large. When the flow rate increases, the pressure in the pre-throttle chamber 673 becomes higher than the pressure in the post-throttle chamber 674, so that the piston 63 is pushed to the right and the conical passage 62
The gap of 2 becomes small and the flow rate is suppressed. Therefore,
Regardless of the magnitude of the differential pressure, the flow rate is substantially constant set by the orifice 67. Regarding the conical flow control valve,
Japanese Patent Publication No. 47-35495 and Japanese Utility Model Publication No. 50-170.
No. 83 publication. Further, the original shape of the disk-type throttle channel used as a solution to the present invention described later is as described in Japanese Utility Model Publication No. 61-43008 and Japanese Utility Model Publication No. 61-
No. 21648.

[0007]

The conventional fluid pressure drive device is as described above, but in the case where it is necessary to continue the operation of the system even in the most severe condition such as the rudder drive device of a ship, the hydraulic pressure source is used. Is equipped with a high pressure and large flow rate. However, during normal steering, the torque is very small compared to the capacity of the hydraulic power source. Therefore, if the orifice 67 of the flow rate adjusting valve 60 is set to match this, a fluid pressure drive device with low vibration noise can be obtained. To be But,
When it is necessary to steer quickly with a large torque, a large flow rate cannot be obtained due to the restriction by the orifice 67, and it is impossible to steer quickly with a large torque despite the capability of the hydraulic source. There were challenges.

The present invention has been made in order to solve the above problems, and an object of the present invention is to obtain a fluid pressure drive device in which generation of vibration noise is prevented and which does not hinder the maximum performance.

[0009]

A fluid pressure drive device according to the present invention is a circle which is provided in a valve housing so as to be displaceable in the axial direction and forms a disc-shaped throttle channel with the inner surface of the valve housing. A disk valve body whose plate surface is formed as an end surface and a fluid passage formed in the disk valve body are switched to allow axial displacement through a compression spring so that the disk valve body follows. The spool is provided and an electromagnet that axially drives the movable iron core that is in contact with the spool. When the required flow rate of the fluid is high, the disk-shaped throttle channel is widened and the required flow rate of the fluid is low. In this case, a disc-type throttle valve connected to a control system for sending a control current to the electromagnet so as to narrow the disc-shaped throttle channel is provided in the return fluid channel of the control valve.

[0010]

In the disk type throttle valve of the fluid pressure drive device according to the present invention, when the required flow rate of the fluid is high, the electromagnet drives the disk valve body through the spool and the compression spring by the control current to form the disk shape. The throttle channel is widened and does not obstruct the flow of a large amount of fluid. When the required flow rate of the fluid is low, the electromagnet drives the disc valve body via the spool and the compression spring by the control current, and the disc-shaped throttle channel becomes narrower. The narrow disc-shaped throttle channel reduces the pressure and alleviates the sudden pressure reduction in the control valve to prevent the generation of vibration noise.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. 1 shows a disc type throttle valve and its control system according to an embodiment of the present invention, and FIG. 2 shows a rudder drive device for a ship according to an embodiment of the present invention. In FIG. 1, reference numeral 20 denotes a disc type throttle valve, and a disc valve body 22 is provided in a valve housing 21 having a short cylinder shape so as to be axially displaceable. As shown in FIG. 1 (B), the left end face of the disc valve body 22 is formed into a circular flat surface, and a low convex ridge 22r is formed in the radial direction. Disk-shaped throttle channel 22
4 are formed. An inflow port 211 is opened at the center of the left end surface of the valve housing 21, and an outflow port 212 is opened at the bottom of the valve housing 21 in the figure. A spool 23 is provided in the disc valve body 22 so as to be displaceable in the axial direction, and a compression spring 28 is interposed between the left end of the spool 23 and the inner end surface of the disc valve body 22. Outside the right end surface of the valve housing 21,
The electromagnet 24 is attached by a mounting bolt or the like (not shown) via a sealing material. A coil 26 is provided on the outer peripheral portion of the electromagnet 24, and a movable iron core 25 is provided on the center line portion thereof so as to be axially displaceable by being supported by slide bearings 271 and 272. It is provided so that the right end surface of the spool 23 is pushed rightward by the compression spring 28 and contacts the left end surface of the movable iron core 25.

In FIG. 1, a small diameter portion 23s is formed in the center of the spool 23. The supply line 221 is
One is opened near the center of the left end face of the disc valve body 22 and the other is opened at the left end of the small diameter portion 23s. One of the load lines 222 is opened in the central portion of the small diameter portion 23s and the other is opened in the right end surface of the disc valve body 22. One of the return lines 223 is the small diameter portion 2
The right end of 3s is opened, and the other is opened near the outlet 212. A drain line 216 is bored in the space inside the electromagnet 24 where the movable iron core 25 is displaced so as to communicate with the outflow port 212.

In FIG. 1, reference numeral 30 denotes a control system for supplying a control current to the coil 26, which comprises an adder 32, an inverse proportional converter 33 and an amplifier 34. The adder 32 subtracts the feedback signal Vf which is the output of the feedback converter 12 from the command signal Vc output from the input converter 11 shown in FIG. 3 to calculate the deviation signal Vd. The inverse proportional converter 33 inputs the deviation signal Vd from the adder 32 and outputs an inverse proportional signal Vr that is inversely proportional to the deviation signal Vd. The amplifier 34 receives the inverse proportional signal Vr from the inverse proportional converter 33, generates a current corresponding to the inverse proportional signal Vr, and supplies it to the coil 26 of the disc-type throttle valve 20.

In FIG. 2A, 10 is a steering signal generator, which is a joystick stand 19 for instructing a steering angle as shown in FIG. 3, a transmitter, an input converter, a feedback converter, an adder, and a limiter. A control current is supplied to the control valve 50, which includes a controller, an amplifier, and the like. The control valve 50 switches the flow path of the hydraulic pressure by the control current from the steering signal generator 10 and also controls the flow rate to send it to one of the cylinders 70 and return it from the other. Reference numeral 90 denotes a hydraulic pressure source unit, which includes a hydraulic pump 91, a return oil tank 99, and the like. The piston rod of the cylinder 70 is connected to the rudder 88 of the rudder 80 by a link mechanism. The return oil flow path of the control valve 50 is returned to the return oil tank 99 via the disc type throttle valve 20. Reference numeral 30 is a control system for controlling the disc type throttle valve 20 described with reference to FIG.

Next, the operation of this embodiment will be described. In FIG. 2, when the operator moves the joystick stand 19 of the steering signal generator 10 to command the steering angle,
As shown in FIG. 3, it enters the adder 13 as a command signal Vc from the transmitter 16 through the input converter 11. Also, the rudder 8
The actual rudder angle at that time detected by the detector 89 from 0 enters the adder 13 as the feedback signal Vf via the feedback converter 12. The adder 13 subtracts the feedback signal Vf from the command signal Vc to calculate the deviation signal Vd, and sends the deviation signal Vd to the limiter 14. If the deviation signal Vd is too large, the limiter 14 limits it and sends it to the amplifier 15. The amplifier 15 uses this deviation signal Vd
And sends it to the force motor coil 54 of the control valve 50.

In the control valve 50 of FIG. 2, the deviation signal V
Depending on the direction and magnitude of the current corresponding to d, as shown in FIG. 3, the movable disc 55 is displaced by the electromagnetic force generated in the force motor coil 54, and accordingly, the main valve 52 is displaced, as described above. For example, as shown in FIG. 2, the pressure oil sent from the hydraulic pressure source unit 90 is sent to the left chamber of the cylinder 70, and the flow passage of the right chamber of the cylinder 70 is connected to the return flow passage.
The piston of the cylinder 70 moves to the right and the rudder 88 rotates to the right. If the direction of the current corresponding to the deviation signal Vd is reversed, the control valve 50 of FIG. 2 moves to the right, the pressure oil is sent to the right chamber of the cylinder 70, and the flow path of the left chamber of the cylinder 70 returns. Connected to the road. The piston of the cylinder 70 moves to the left and the rudder 88 rotates to the left. When the feedback signal Vf indicating the actual steering angle becomes equal to the command signal Vc and the deviation signal Vd becomes zero, the control valve 50 becomes neutral and the cylinder 7
0 stops and the rudder 88 maintains that angle.

In the rudder drive device shown in FIG. 2 or 3,
If the return oil passage is directly guided from the return oil port 514 of the control valve 50 to the return oil tank 99, the hydraulic pressure consumed in the cylinder 70 is much higher than the supplied hydraulic pressure during normal steering. Therefore, the main valve 52 of the control valve 50 opens and closes most of the hydraulic pressure drop that is reduced from the high pressure supplied from the hydraulic pump 91 in this hydraulic system to the pressure of zero when returning to the return oil tank 99. It is consumed by being ejected from a narrow gap between the edge of each port and the shoulder of the main valve 52, and a sudden change in the flow occurs in this portion, causing cavitation and the like, which causes vibration noise. Occurs.

Therefore, conventionally, as shown in FIG. 3, a flow rate adjusting valve 60 is provided between the return oil port 514 of the control valve 50 and the return oil tank so that the flow rate adjusting valve 60 receives a part of the hydraulic pressure drop. By holding the control valve 50, the rapid depressurization between the edge portion of the port of the control valve 50 and the shoulder portion of the main valve 52 is alleviated. However, since the flow rate adjusting valve 60 maintains the flow rate set by the orifice 67 even if the hydraulic pressure changes, the hydraulic pump 91 has sufficient capacity when the rudder must be quickly operated with the maximum torque. Nevertheless, there is a problem in that the rudder cannot be swiftly operated due to the limitation of the flow rate adjusting valve 60.

In the fluid pressure drive device according to the present invention, a disc type throttle valve 20 as shown in FIG.
As shown in FIG. 7, the above problem is solved by providing the valve 50 between the return oil port 514 of the control valve 50 and the return oil tank 99. The operation will be described below. Figure 2
In (A), the deviation signal V from the steering signal generator 10
The control valve 50 is displaced by the control current due to d,
The pressure oil from the hydraulic pump 91 enters the right or left chamber of the cylinder 70 by the control valve 50, passes through the control valve 50 from the left or right chamber of the cylinder 70, and returns from the oil port 514 of the disc type throttle valve 20. It enters from the inflow port 211 of FIG. In FIG. 1, the oil entering from the inflow port 211 is a disc-shaped throttle channel 224.
To return to the return oil tank 99.

In FIG. 1, the adder 3 is included in the control system 30.
2 subtracts the feedback signal Vf from the command signal Vc to calculate the deviation signal Vd and sends it to the inverse proportional converter 33. In the inverse proportional converter 33, if the deviation signal Vd is large, it is small, and if it is small, it is calculated to be inversely proportional to the deviation signal Vd, and the inverse proportional signal Vr is output to the amplifier 34. In the amplifier 34, a current corresponding to the inverse proportional signal Vr is generated to generate the disk type throttle valve 20.
To the coil 26. When the coil 26 is not energized, it is pushed by the compression spring 28 and the movable iron core 25 as well as the spool 23 is at the right end position. At that time, the disc valve body 22 is compressed by the compression spring 2.
Although it is pushed by 8 and moves to the left, when the disc valve body 22 is displaced to the left, the load line 222 and the return line 223 communicate with each other at the small diameter portion 23s, and the back pressure portion 225 causes the back pressure portion 225 to come out.
, The pressure becomes almost zero, and the disc valve body 22 is pushed back to the right by being pushed by the hydraulic pressure entering from the inflow port 211. As described above, when the coil 26 is not energized or when the current is small, the disc-shaped throttle channel 224 can be set to a relatively wide gap due to the pressure of the oil entering from the inflow port 211 and a large flow rate. Can be drained. The fact that the current to the coil 26 is small means that the deviation signal Vd is large,
Since the displacement amount of the control valve 50 is large and the required flow rate of the system is large, the disc type throttle valve 20 meets this requirement.

Contrary to the above, in FIG. 1, the deviation signal Vd
Is small and the required flow rate of oil flowing through the system is small, the inverse proportional signal Vr is large, a large current flows through the coil 26, and the movable iron core 25 pushes the spool 23 to the left and the compression spring 2
Compress 8 and move. When the spool 23 is displaced to the left, the return line 223 is closed by the large diameter portion of the spool 23, the supply line 221 communicates with the load line 222 by the small diameter portion 23s, and the hydraulic pressure close to the inlet 211 causes the back pressure portion 22.
5, the disc valve body 22 is displaced to the left by the back pressure and the force of the compression spring 28. When the disc valve body 22 is displaced to the left, the disc-shaped throttle flow passage 224 becomes narrower and the passage resistance of the fluid increases, and the pressure is reduced by the disc-shaped throttle flow passage 224, and the shoulder of the main valve 52 of the control valve 50 is reduced. The sudden depressurization in the part is relieved. The ridge 22r formed on the end face of the disc valve body 22 ensures the minimum disc-shaped throttle channel 224 even when the disc valve body 22 contacts the left inner end face of the valve housing 21. To do.

In FIG. 1, the position of the disc valve body 22 is determined by the position of the spool 23, that is, the position of the movable iron core 25, that is, the magnitude of the current passed through the coil 26. Since the compression spring 28 is interposed, when the pressure of the oil entering from the inflow port 211 is high, the disc valve body 22 is displaced slightly to the right by the pressure and the disc-shaped throttle channel 224 is widened. Therefore, it tends to flow and tends to reduce the high pressure of the oil entering the disc type throttle valve 20. When the pressure of the oil entering from the inflow port 211 is low, the disc spring 22 is pushed to the left by the compression spring 28 and the disc-shaped throttle channel 224 becomes narrower, making it difficult to flow. It tends to increase the low pressure of the oil entering the disc type throttle valve 20. Eventually, the disc-shaped throttle channel 224 will be decompressed to an appropriate degree, the sudden decompression at the shoulder portion of the main valve 52 of the control valve 50 will be alleviated, and the vibration noise will be reduced, and at the same time, the system noise will be reduced. Maximum flow rate is secured.

As shown in FIG. 2B, a flow rate adjusting valve 60 may be provided in parallel with the disc type throttle valve 20,
The disk-type throttle valve 20 may mainly function at a large flow rate, and the flow rate adjusting valve 60 may mainly function at a small flow rate. Further, in the above-described embodiment, the cylinder 70 is used as the drive means
However, it goes without saying that rotary drive means such as a hydraulic motor may be used. Although the disk-shaped throttle flow passage 224 of the disk-type throttle valve 20 is disk-shaped, it may be inclined to have a conical shape.

[0024]

As described above, according to the present invention, the disc-shaped throttle passage of the disc-type throttle valve provided downstream of the control valve changes widely depending on the flow rate. The depressurization avoids sudden depressurization at the shoulder of the main valve of the control valve, preventing cavitation, vibration and noise. Also, when the flow rate is large, the disk-shaped throttle channel becomes wider,
It is possible to obtain a fluid pressure drive device that does not hinder the maximum performance of the system.

[Brief description of drawings]

FIG. 1 shows a disc type throttle valve and a control system of a fluid pressure drive device according to an embodiment of the present invention, (A) is a longitudinal sectional view of the disc type throttle valve and a system diagram of the control system, (B). FIG. 4 is a front view of a disc valve body.

FIG. 2 shows a fluid pressure drive device according to the present invention, (A)
Is a system diagram of the first embodiment, and (B) is a system diagram of the second embodiment.

FIG. 3 is a system and a longitudinal sectional view of a conventional fluid pressure drive device.

[Explanation of symbols]

10: Steering signal generator, 20: Disc type throttle valve, 21:
Valve housing, 211: Inflow port, 212: Outflow port, 22: Disc valve body, 22r: Convex strip, 221: Supply line, 22
2: Load line, 223: Return line, 224: Disc-shaped throttle channel, 23: Spool, 23s: Small diameter part, 2
4: electromagnet, 25: movable iron core, 26: coil, 2
8: compression spring, 30: control system, 32: adder, 3
3: Inverse proportional converter, 34: Amplifier, 50: Control valve,
60: flow control valve, 70: cylinder, 72: piston, 80: rudder, 88: rudder, 89: detector, 91:
Hydraulic pump, 99: Return oil tank, Vc: Command signal,
Vf: feedback signal, Vd: deviation signal, V
r: Inverse proportional signal.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Akio Tanaka 2-1-1, Niihama, Arai-cho, Takasago-shi, Hyogo Mitsubishi Heavy Industries, Ltd. Takasago Research Institute (72) Hiroshi Nosaka 2--8, Niihama, Arai-cho, Takasago, Hyogo Prefecture No. 19 Takahishi Engineering Co., Ltd.

Claims (1)

[Claims] 1. A fluid pressure drive device for switching a high-pressure fluid flow path and a return fluid flow path by a control valve to connect to a drive means to drive an object so that it can be displaced axially in a valve housing. By switching between a disc valve body provided on the end face of a disc face that forms a disc-shaped throttle channel with the inner face of the valve housing, and a fluid channel formed in the disc valve body. It comprises a spool that is displaceable in the axial direction via a compression spring so as to follow the disc valve element, and an electromagnet that axially drives the movable iron core that is in contact with the spool, and the fluid required. A disc type in which a control system is connected to send a control current to the electromagnet so as to widen the disc-shaped throttle passage when the flow rate is large and narrow the disc-shaped throttle passage when the required flow rate of the fluid is small. A throttle valve is provided in the return fluid flow path of the control valve. Fluid pressure drive.