JPH10278889A - Method and apparatus for controlling hydraulic clutch for ship - Google Patents

Abstract

(57) [Abstract] (With correction) [PROBLEMS] To provide a hydraulic clutch control method capable of accurately controlling the propeller speed with good responsiveness, and a control device capable of achieving this control method. SOLUTION: A transmission having a hydraulic clutch is provided between an input shaft connected to an engine mounted on a ship and an output shaft connected to a propulsion propeller, and an operating oil pressure adjustment capable of adjusting the operating oil pressure of the hydraulic clutch. By manipulating the means,
Match the propeller speed to the target propeller speed,
In a hydraulic clutch control method that enables a ship to travel at a low speed by a low-speed rotation of a propelling propeller, a target operating oil pressure for a hydraulic clutch is determined and detected based on a measured value of a detected propeller speed and a target propeller speed. The operation amount of the operating oil pressure adjusting means for adjusting the operating oil pressure of the hydraulic clutch is determined based on the actual measured value of the operating oil pressure and the target operating oil pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for controlling a hydraulic clutch for a marine propulsion device, and more particularly to a marine propulsion device for obtaining a proper number of revolutions of a propulsion propeller by controlling the operating oil pressure of the hydraulic clutch. And a hydraulic clutch control method.

[0002]

2. Description of the Related Art Generally, in a ship propulsion device, FIG.
As shown in FIG. 2, a marine reduction / reversing machine, that is, a speed change gear having a hydraulic clutch D1 and a speed change gear train D2 between an input shaft for transmitting torque from an engine B mounted on a ship A and an output shaft connected to a propulsion propeller C. Machine D is provided, and the hydraulic clutch D2 is brought into a disengaged state, a slip state, and a directly connected state by appropriately adjusting the operating oil pressure, and by controlling the slipping state, the propulsion propeller rotates at a low speed.
That is, the hull was able to travel at a very low speed. Control of the slip state of the hydraulic clutch D1 at the time of the above-mentioned slow running is performed by detecting the rotation speed of the rotation shaft of the propelling propeller C with the detector G as shown in FIG. The control unit O calculates a deviation from the target propeller rotation speed Ns set by the operator using the setting device N in order to make the boat travel at a low speed, and based on this deviation, the hydraulic pressure supply means L is calculated by proportional integral differential control (PID control). The solenoid drive time of the pressure-intensifying valve and the pressure-reducing valve for adjusting the pressure-reducing valve I for adjusting the operating oil pressure supplied from the controller is determined. In addition, in FIG. 16, the code | symbol H has shown the forward / backward switching valve.

[0003]

According to the above-described conventional clutch hydraulic clutch control method, the solenoid drive time is determined by feeding back the final output, that is, the propeller rotation speed. Although the rotation speed can be adjusted to the target propeller rotation speed, the rotation speed of the propeller does not fluctuate at the moment when the solenoids of the pressure increasing valve and the pressure reducing valve are driven, and after the solenoids of the pressure increasing valve and the pressure reducing valve are driven. Due to the time until the pressure reducing valve moves, the time until the hydraulic pressure adjusted by the pressure reducing valve actually acts on the forward clutch or the reverse clutch, etc., it is later than the moment when the solenoid of the pressure increasing valve or the pressure reducing valve is actually driven. There is a problem that control with good responsiveness cannot be performed due to fluctuation. SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problems and to provide a hydraulic clutch control method capable of accurately controlling the propeller speed with good responsiveness, and a control device capable of achieving this control method. .

[0004]

In order to achieve the above object, a method of controlling a hydraulic clutch for a marine vessel according to the present invention comprises an input shaft connected to an engine mounted on a marine vessel and an output shaft connected to a propulsion propeller. A transmission provided with a hydraulic clutch is provided between the hydraulic clutches, and the hydraulic clutch is switched to any of a separated state, a direct connection state, and a sliding state by operating operating hydraulic pressure adjusting means capable of adjusting the operating hydraulic pressure of the hydraulic clutch. In a hydraulic clutch control method for adjusting the degree of slip when the clutch is in a slipping state and adjusting the rotational speed of the propelling propeller to the target propeller rotational speed, an actual propeller rotational speed is detected from the output shaft, and the detected propeller rotational speed is detected. The target hydraulic pressure for the hydraulic clutch is determined based on the actual measurement value of the number and the target propeller rotation speed, and the actual hydraulic pressure of the hydraulic clutch is determined. Detecting, based on the measured value of the detected hydraulic pressure and the target hydraulic pressure, it is characterized in determining the amount of operation of the hydraulic pressure adjusting means for adjusting the hydraulic clutch hydraulic pressure.

[0005]

Embodiments of the present invention will be described below with reference to an embodiment shown in the accompanying drawings. FIGS. 1, 2 and 3 schematically show the configuration of a main part of a marine deceleration reversing machine 1 in a marine propulsion device embodying the present invention. In the figure, reference numeral 1 denotes a marine deceleration reversing machine generally called a marine gear. The marine gear 1 includes a forward hydraulic clutch 2 and a reverse hydraulic clutch 3,
The forward hydraulic clutch 2 is mounted on a drive shaft 6 connected to an output shaft (not shown) of the engine together with a forward pinion 4 and a reverse shaft drive gear 5, and the reverse hydraulic clutch 3 is a reverse pinion. 9 and the driven gear 10 are attached to the reverse rotation shaft 11. An operating pressure oil passage 7 and a lubricating oil passage 8 are formed in the drive shaft 6 and the reverse rotation shaft 11 in the axial direction, respectively, through which a clutch operating pressure oil and a lubricating oil supplied from an oil tank described later through a hydraulic control circuit pass. (Refer to FIG. 2, but the reversing shaft 11 is not shown). A thrust shaft 12 is disposed immediately below the drive shaft 6, and the thrust shaft 12 is provided with a wide driven gear 13 with which the forward pinion 6 and the reverse pinion 9 mesh. It is connected to a propeller shaft 14a having a propelling propeller 14. The reverse rotation shaft 11 is positioned on the same circumference as the drive shaft 4 around the propulsion shaft 12. Also, as shown in FIG.
Hydraulic control solenoid valve 1 for controlling the hydraulic pressure of clutch operating pressure oil
5. Supply the hydraulic oil for clutch operation to the hydraulic clutch for forward
A rotary forward / backward switching valve 16 for switching to the reverse hydraulic clutch side or the oil tank side, a shift switch 17 for detecting the shift position of the forward / backward switching valve 16, and a hydraulic pressure for detecting the amount of change in hydraulic pressure of the clutch operating hydraulic oil. Sensor 18,
And a propeller speed sensor 20 for detecting the speed of the propeller shaft 14. In FIG. 3, reference numeral 19 denotes an output code of an engine speed sensor provided in an engine (not shown). The hydraulic control solenoid valve 15,
The forward / backward switching valve 16 and the hydraulic sensor 18 are provided in a hydraulic control circuit, and the shift switch 17 is provided coaxially with the forward / backward switching valve 16. The configuration and operation of these elements will be described later in detail. The marine gear 1 configured as described above transmits the driving force of the engine to the thrust shaft 1 through the hydraulic clutch 2 of the drive shaft 6, the forward pinion 4, and the driven gear 13 of the propulsion shaft 12 during the forward operation.
2 to drive the propulsion propeller forward, and at the time of reverse operation, the driving force of the engine is transmitted to the reverse shaft drive gear 5 of the drive shaft 6, the driven gear 13 of the reverse shaft 11, the reverse clutch 3, and the reverse pinion. The transmission propeller 9 is transmitted to the thrust shaft 12 via the driven gear 9 and the driven gear of the propulsion shaft 12 to drive the propulsion propeller backward.

The forward / reverse switching valve 16 is shown in detail in FIG. 4, and is moved to a forward position (forward hydraulic clutch side), a reverse position (reverse hydraulic clutch side) and a neutral position (oil tank side) by a manual lever 16a. It can be switched alternatively. The shift switch 17 is arranged coaxially with the forward / reverse switching valve 16 and has three electrical contacts for the forward / reverse switching valve 1.
6 is detected as being in the forward position, the reverse position, or the neutral position.

FIG. 5 shows a hydraulic control circuit of the marine gear 1. The hydraulic control circuit is configured to supply oil in an oil reservoir 21 formed at the bottom of the housing of the marine gear 1 to the marine gear 1.
The oil from the oil reservoir 21 is pressurized by an oil pump 22 as a hydraulic pressure supply means, sent to a main hydraulic circuit 23, and maintained at a desired pressure by a clutch pressure relief valve 24. . The main hydraulic circuit 23 is branched into four branch hydraulic circuits 25, 26, 27, 28. A branch hydraulic circuit (lubricating oil supply circuit) 25 extends to the forward clutch 2 and the reverse clutch 3 via an oil cooler 29, and a lubricating pressure relief valve 30 is provided in the middle of the lubricating oil supply circuit 25. . Therefore, the pressure oil sent through the lubricating oil supply circuit 25 is supplied to the oil cooler 29.
After being cooled to a predetermined pressure by the lubrication pressure relief valve 30, it is supplied to the forward / reverse clutches 2, 3 of the marine gear 1 and provided on the drive shaft 6 and the reverse rotation shaft 11 of each clutch 2, 3. The lubricating oil is supplied to the clutch plates of the clutches 2 and 3 and the rotating parts of the gears via the lubricating oil passage 8 to lubricate them.

[0008] The branch hydraulic circuit (operating pressure oil supply circuit) 27 is provided with a pressure-reducing regulating valve 31 composed of a self-wrap valve.
The working pressure oil supply circuit 27 is connected to the forward / backward switching valve 16 via the pressure reducing valve 31. As shown in FIG. 6, the pressure reducing valve 31 includes a small-diameter cylinder 31a, a medium-diameter cylinder 31b, and a large-diameter cylinder 31c. A valve element 31d connecting a small-diameter piston and a medium-diameter piston is slidably provided inside the small-diameter cylinder 31a and the medium-diameter cylinder 31b, and is adjusted to be larger than the medium-diameter piston in the large-diameter cylinder 31c. , A pilot piston 31e is slidably provided. A spring 31f is inserted between the valve element 31d and the pilot piston 31e. The small diameter cylinder 3
A working pressure oil supply port 31g communicating with a working pressure oil supply circuit 27 is provided at 1a, and a working oil from the working pressure oil supply circuit 27 is supplied to a medium diameter cylinder 31b to a first opening 16a of the forward / reverse switching valve 16 which will be described later. The working oil from the working oil discharge port 31 h and the working pressure oil supply circuit 27 is stored in the oil reservoir 21.
The hydraulic pressure supply port 31g is opened and closed by a small-diameter piston of a valve element 31d, and the hydraulic oil discharge port 31h and the drain port 31i are opened and closed by a medium-diameter piston of the valve element 31d. Is done. The large-diameter cylinder 31c has a primary oil supply port 31j communicating with a branch hydraulic circuit (primary pressure oil supply circuit) 28.

The primary pressure oil supply circuit 28 has a throttle 3
2, oil filter 33, pilot pressure relief valve 3
4 and a hydraulic control solenoid valve 15. The hydraulic control solenoid valve 15 includes a pressure increasing valve 15a and a pressure reducing valve 15b, and the primary pressure oil supply circuit 28
The downstream of 5a is branched into two branches, one of which is connected to the large-diameter cylinder 31c of the pressure-reducing regulating valve 31 via the primary oil supply port 31i, and the other of which is connected to the oil reservoir 21 via the pressure-reducing valve 15b. . Accordingly, the primary pressure oil passing through the primary pressure oil supply circuit 28 is filtered by the oil filter 33, and the oil pressure thereof is reduced to about 5 k by the pilot pressure relief valve 34. Pressure reducing valve 31
Into the large-diameter cylinder 31c and press the pilot piston 31e with a desired pressure, or
Returned to 1.

The forward / backward switching valve 16 has a first opening 1 communicating with the working pressure oil discharge port 31h of the pressure reducing regulating valve 31.
6a, a second opening 16b communicating with the oil sump 21, a third opening 16c communicating with the branch hydraulic circuit (hydraulic oil return circuit) 26, a forward operating pressure of the piston 2a pressing the multi-plate clutch of the forward hydraulic clutch 2. A fourth opening 16d communicating with the oil supply circuit 35 and a fifth opening 16e communicating with the reverse working hydraulic oil supply circuit 36 for pressing the multi-plate clutch of the reverse hydraulic clutch 3 are provided. The above-described forward / reverse switching valve 16 connects the working pressure oil supply circuit 27 to the forward working pressure oil supply circuit 35, connects the reverse working pressure oil supply circuit 36 to the oil sump 21, and applies hydraulic oil to the forward hydraulic clutch 2. The first valve 16f for supplying the hydraulic fluid and the hydraulic pressure supply circuit 27 are connected to a reverse hydraulic pressure supply circuit 36, the forward hydraulic pressure supply circuit 35 is connected to the oil reservoir 21, and the hydraulic fluid is supplied to the reverse hydraulic clutch 3. And a second valve 16g that connects the hydraulic pressure supply circuits 35 and 36 for forward and backward movement to the oil reservoir 21 and drains the pressure oil from both the forward and reverse hydraulic clutches 2 and 3. The first valve 16f, the second valve 16g, and the third valve 16
It is configured such that f can be selectively switched so that forward, neutral and reverse can be selectively selected.

The operating pressure oil supply circuit 27 has a first opening 16 a of the forward / reverse switching valve 16 via a pressure reducing valve 31.
On the other hand, is connected to a lubricating orifice 24a in the clutch pressure relief valve 24. The lubricating orifice 24a also has a third opening 1 of the forward / reverse switching valve 16.
The hydraulic oil return circuit 26 communicating with 6c is connected.

The hydraulic control solenoid valve 1 of the primary pressure oil supply circuit 28 in the hydraulic control circuit configured as described above
The hydraulic pressure sensor 18 described above is provided between
Is provided. This hydraulic pressure sensor 18 detects the pressure acting on the adjusting piston 31 e of the pressure reducing adjusting valve 31. The hydraulic pressure detected by the hydraulic pressure sensor 18 is a forward / backward working pressure oil supply circuit 3 that supplies working pressure oil to the pistons 2a and 3a in the forward clutch 2 and the reverse clutch 3.
Since the pressure changes in proportion to the hydraulic pressures of the hydraulic clutches 5 and 36, the hydraulic pressure is sent to a control device, which will be described later, as hydraulic pressure information applied to the pistons 2a and 3a of the hydraulic clutches 2 and 3.
If necessary, the operation amounts of the pressure increasing valve 15a and the pressure reducing valve 15b of the hydraulic control solenoid valve 15 are determined using the hydraulic pressure information obtained from the hydraulic pressure sensor 18. Instead of providing the hydraulic pressure sensor 18 in the primary pressure oil supply circuit 28 and detecting the pressure acting on the adjusting piston 31e of the pressure reducing adjusting valve 31,
For example, the hydraulic pressure sensors 37 and 38 may be provided directly in the hydraulic pressure supply circuits 35 and 36 to directly detect the hydraulic pressure of the hydraulic pressure applied to the respective hydraulic clutches 2 and 3, but the hydraulic pressure oil is Since the oil pressure is high (for example, 25 k), in that case, it is necessary to use a relatively expensive oil pressure sensor having higher pressure resistance than the oil pressure sensor 18. The lubricating oil supply circuit 25 is also provided with a hydraulic pressure sensor 39. The oil pressure sensor 39 detects the oil pressure of the lubricating oil supplied to each of the hydraulic clutches 2 and 3, and
Used to monitor if is functioning properly.

In the hydraulic control circuit configured as described above, the hydraulic clutch 2 or 3 to be operated is selected by operating the forward / reverse switching valve 16, and the hydraulic control electromagnetic valve 15 is increased by a control device described later. By controlling the pressure valve 15a and the pressure reducing valve 15b, the connection state (that is, the direct connection state and the sliding state) of the selected hydraulic clutch 2 or 3 is appropriately adjusted. Specifically, for example, with the first valve 16f of the forward / reverse switching valve 16 set to the operating position,
When the pressure increasing valve 15a is operated to supply the primary pressure oil into the large-diameter cylinder 31c to increase the pressure in the large-diameter cylinder 31c, the pilot piston 31e moves upward in FIG. As a result, the valve element 31d moves upward,
The small-diameter piston of the valve element 31d is the operating pressure oil supply port 31g.
Through the small-diameter cylinder 31a and the medium-diameter cylinder 3
The working oil from the working pressure oil supply circuit 27 is put into 1b.
Thereafter, due to the pressure increase in the medium-diameter cylinder 31b, the valve 31d starts to descend due to the area difference between the small-diameter cylinder and the medium-diameter cylinder in the valve 31d, and the valve 31d closes the hydraulic-pressure supply port 31g and operates. Oil discharge port 3
Opening 1h, the supply of working pressure oil to the working pressure oil supply circuit 35 for advance through the forward / backward switching valve 16 is started, and the pressure in the medium-diameter cylinder 31b and the pressure in the large-diameter cylinder 31c change the spring 31f. The valve body 31d completely closes the hydraulic pressure supply port 31g and the hydraulic oil discharge port 31h
Is fully opened, and the hydraulic pressure of the working pressure oil in the forward working pressure oil supply circuit 35 (that is, the working oil pressure) that presses the multi-plate clutch of the forward clutch 2 is increased to a predetermined pressure. When the pressure reducing valve 15b is operated to drain the primary pressure oil of the primary pressure oil supply circuit 28 to the oil reservoir 21, the pressure in the large-diameter cylinder 31c is reduced, and the pilot piston 31e descends, and accordingly, the valve element 31d Is also lowered to open the drain port 31i, and the medium-diameter cylinder 3
The working pressure oil of the forward working pressure oil supply circuit 35 is drained to the oil reservoir 21 via 1b, and the hydraulic pressure in the forward working pressure oil supply circuit 35 is reduced. The magnitude of the operating hydraulic pressure of the clutch is set to 0 by appropriately adjusting the opening of each of the valves 15a and 15b of the hydraulic electromagnetic control valve 15 by the control device.
The hydraulic pressure is appropriately adjusted between the hydraulic pressure and the direct hydraulic pressure. When the direct hydraulic pressure is applied, the clutch is fully engaged. As the hydraulic pressure approaches 0 hydraulic pressure, the clutch slips and the power transmission rate decreases. Becomes 0. When the third valve 16h of the forward / reverse switching valve 16 is in the operating position,
The hydraulic pressure of the medium-diameter cylinder 31b of the pressure-reducing adjusting valve 31 acts on the piston 3a of the reverse hydraulic clutch 3 to connect the reverse hydraulic clutch 3. The operating oil pressure at this time is also the same as in the case of the forward hydraulic clutch 2 and the hydraulic pressure control solenoid valve 15
Is controlled between 0 hydraulic pressure and directly connected hydraulic pressure by energizing the solenoid. Further, when the second valve 16g of the forward / reverse switching valve 16 is set to the operating position as shown in FIG. 5, the pressure oil in the medium-diameter cylinder 31b of the pressure-reducing regulating valve 31 flows to the hydraulic oil return pressure circuit 26 and is used as lubricating oil. The pressure oil of the working pressure oil supply circuits 35 and 36 is drained to the oil sump 21 and used.
The forward hydraulic clutch 2 and the reverse hydraulic clutch 3 are both completely disengaged.

Next, a control device for operating the electromagnetic control valve 15 of the marine gear 1 to control the operating oil pressure of the hydraulic clutch 2 or 3 will be described. FIG. 7 is a diagram illustrating a relationship between the hydraulic clutch control device and input / output signals. Reference numeral 40 in FIG. 7 denotes a CPU, and the propeller rotation sensor 20 and the engine rotation sensor 1
9, a shift switch 17, an oil pressure sensor 18, a remote control dial 41, a reduced cylinder operation switch 42, a lamp mode switch 43, and a map correction volume 44 are connected to each other through an input interface. Pressure increasing valve 15a and pressure reducing valve 15 of the solenoid valve 15
b solenoids 45a and 45b are connected via output interfaces, respectively. The CPU 40 determines the drive time of the solenoids 45a and 45b of the pressure increasing valve 15a and the pressure reducing valve 15b of the electromagnetic control valve 15 provided in the hydraulic control circuit based on the input information described above. The operating oil pressure is controlled from 0 oil pressure at which the clutch does not transmit power to directly connected oil pressure at which the clutch is completely connected. The control of the clutch operating oil pressure in this control device is mainly performed based on two operation modes of a direct connection operation mode and a trolling operation mode. In the trolling operation mode, the propulsion propeller 14 is used to cause the hull to travel at a very low speed in accordance with an instruction from the remote control dial 41 of the operator under predetermined conditions.
Of the hydraulic clutches 2 and 3 so that the rotation speed Np of the hydraulic clutches matches the rotation speed (target propeller rotation speed Ns) required by the operator.
In this mode, the clutch operating oil pressure is basically controlled based on the rotation speed Np of the propelling propeller 14 and the target operating oil pressure Pp. This trolling control mode is mainly used for fishing. The direct connection operation mode is a mode in which the clutch operating oil pressure is controlled based on the target oil pressure so that the hydraulic clutch is basically in the direct connection state when the operation mode is other than the trolling operation mode. In such a situation, control of the clutch operating oil pressure to adjust the α value to the target α value by sliding the hydraulic clutches 2 and 3 using the rotation fluctuation (α value) of the propelling propeller 14 as an index, that is, to prevent rattle noise Control is performed. Here, the rattle noise means a rattle noise generated by gear backlash in the marine gear 1 at low speed and low load, and the rattle noise is prevented by sliding the hydraulic clutches 2 and 3 as described above. You. The light boat mode switch 43 on the input side of the CPU 40 serves as a driving source for a generator of a fishing light used in, for example, a squid fishing boat which is operated in a state of being substantially stopped at sea, and the engine of the boat is relatively high. Used when operating at speed.
That is, in this case, it is necessary to slowly rotate the propelling propeller at a high rotation speed to perform the low-speed running. Therefore, the slip of the hydraulic clutch is increased, and the low-speed running can be performed with the engine at a high speed. In addition, the light ship mode switch 4
No. 3 has a function of preventing the clutch from being disengaged only by the throttle operation, since the clutch may be broken if the clutch is engaged while the engine is rotating at high speed. The map correction volume 44 is
In the rattle prevention control mode, when the target rotation fluctuation prepared in advance has a value that is not suitable for rattle prevention due to a change over time of the engine or marine gear, or depending on a ship to be applied, This is a volume provided so that the rotation fluctuation can be adjusted from outside. The value adjusted by the volume 44 is used as a correction value of the target rotation fluctuation width in the control device. In the map correction volume conventionally used, the correction width on the positive side and the correction width on the negative side are the same, but the map correction volume 44 used in the present invention has a large adjustment width in the direction of eliminating the rattle sound, that is, on the negative side. It is configured as follows. On the output side of the CPU 40, in addition to the solenoids 45a and 45b, a display device 46 for displaying that trolling control is being performed, a gear ratio display means 47 for displaying a gear ratio, a map correction position display means 48 , And fail information display means 49 are connected.
A connector (no reference numeral) that can be connected to an external device such as a personal computer is provided. Furthermore, attached to CPU40
An EEPROM 51 is provided. The EEPROM 51 is an electrically rewritable ROM in which gear ratios, solenoid deterioration information, fail information of each sensor, and the like are written. In FIG. 7, reference numeral 52 denotes a power source, and reference numeral 5 denotes a power supply.
Reference numeral 3 denotes a power supply circuit.

Next, the CPU 40 will be described with reference to FIGS.
The data processing and each control mode in the system will be described. FIG. 8 is a block diagram showing a flow of data processing in the CPU in FIG. 8, 54 to 59 are averaging units, 60 is a reduction ratio calculation unit, 61 to 65 are switch reading processing units, 66 is an actual measurement α value calculation unit, 67 is an acceleration calculation unit, and 68 is a target rotation speed set value calculation unit. , 69 is a correction coefficient calculating unit, 70 is a shift position detecting unit, 71 is a hydraulic pressure calculating unit,
72 is a power supply voltage value calculation unit, 73 is a basic target α value determination unit,
74 is a mode determination unit, 75 is a voltage correction map, 76 is a rattle sound control hydraulic clutch operating oil pressure calculation unit (hereinafter, referred to as rattle sound hydraulic pressure calculation unit), and 77 is a trolling control hydraulic clutch operation oil pressure calculation unit (hereinafter, referred to as the hydraulic clutch operation oil pressure calculation unit). , A trolling oil pressure calculation unit), 78 is a solenoid drive time calculation unit,
79 is a solenoid deterioration amount detecting unit, and 80 is EE
This is a learning value storage unit in the PROM. The propeller rotation signal Np detected by the propeller rotation sensor 20 is output to the averaging unit 5.
4, the speed reduction ratio calculation unit 60, the measured α value calculation unit 66, the mode determination unit 74, and the trolling oil pressure calculation unit 7
It is sent to 7. The actually measured α value calculation unit 66 calculates the actually measured α value based on the propeller rotation speed during a period longer than the period from the exhaust top dead center to the compression top dead center of at least one of the plurality of cylinders of the engine. Here, by performing the detection in a period longer than the period from the exhaust top dead center to the compression top dead center, fluctuations in the propeller rotation (actually measured α value) due to torque fluctuations can be completely suppressed. Actual measurement α calculated in this way
The value signal is input to the rattle sound pressure calculation 76. The engine speed signal from the engine speed sensor 19 is averaged by the average processing unit 55.
And the speed reduction ratio calculation unit 60 and the acceleration calculation unit 6
7. It is sent to the basic target α value determining unit 73 and the mode determining unit 74. The reduction ratio calculating unit 60 calculates a reduction ratio, that is, a gear ratio from the averaged propeller rotation signal from the averaging unit 54 and the averaged engine rotation signal Ne from the averaging unit 55, and sets the target value to the target value. Rotational speed set value calculator 68
And the basic target α value determination unit 73. In this case, the gear ratio is calculated based on the ratio between the propeller speed and the engine speed when the vehicle is running in a directly connected operation state. There are several gear ratios, and the basic target α value determining unit 73 has a map of the basic target α value for each gear ratio. The acceleration calculation section 67 calculates the acceleration based on the averaged engine rotation signal from the averaging section 55 and inputs the calculated acceleration to the mode determination section 74. The remote control dial 41 is provided with a dial capable of selectively selecting a direct connection instruction and a trolling control instruction. The trolling control instruction is provided with a volume so that the operating oil pressure can be instructed from 0 oil pressure to a predetermined oil pressure smaller than the direct connection oil pressure. Have been. The target propeller rotation speed calculation unit 68 calculates the target propeller rotation speed Ns by calculating the reduction ratio signal input from the reduction ratio calculation unit 60 and the signal from the remote control dial 41 via the averaging unit 56. The calculated target propeller rotation speed Ns is input to the mode determination unit 74 and the trolling oil pressure calculation unit 77. The correction signal from the map correction volume 44 is sent to the correction coefficient calculation unit 69 via the averaging unit 57, and the correction coefficient calculation unit 69 calculates the correction coefficient. The correction coefficient calculated by the correction coefficient calculation unit 69 is multiplied by the basic target α value determined by the basic target α value determination unit 73, whereby the final target α value is determined. The shift switch 17 has the forward position, the neutral position, and the reverse position as described above, and the respective position signals are sent to the shift position detecting unit 70 via the corresponding read processing units 61, 62, 63, and the shift position is detected. Is done. The detected shift position signal is input to the mode determination section 74.

In addition to the above-mentioned input signals, the mode determination section 74 includes a reduced cylinder operation switch 42 and a lamp mode switch 4.
3 and the oil pressure signal calculated by the oil pressure calculation unit 71 based on the value detected by the oil pressure sensor 18 and processed by the average processing unit 59. The mode determination unit 74 determines which of the control modes of the direct connection operation mode and the trolling operation mode determines the solenoid drive time based on the various input signals described above. Specifically, when the engine speed Ne is smaller than the trolling upper limit speed Nh and the remote control dial 41 is at the trolling control instruction position, the solenoid driving time is set in the trolling operation mode, and in other cases, in the direct connection operation mode. Is determined.

When the direct connection operation mode is selected in the mode determination section 74, basically, the operating oil pressure is maintained at the direct connection oil pressure. However, in this direct connection operation mode, the engine rotation speed Ne has fallen below a preset rattle noise upper limit rotation speed (for example, 1000 rpm when the reduced cylinder operation is performed, and 800 rpm when the reduced cylinder operation is not performed). In this case, it is determined by the mode determination unit 74 that rattle noise is likely to occur, and until the engine speed Ne becomes equal to or higher than the rattle sound upper limit rotational speed, or until the boat operator is accelerated by the throttle operation, or the shift switch. Rotation of the propelling propeller (α
Value) within the range of the target α value. In this rattling prevention control, the solenoid drive time is calculated based on a basic target α value obtained from a map prepared in advance in the basic target α value determination unit 73 and a target α value calculated from a correction coefficient obtained from a map correction volume. It is calculated by the rattle sound oil pressure calculation 76 and the solenoid drive time calculation unit 78 based on the deviation from the actually measured α value fed back from the propeller rotation sensor 20 (see FIG. 9). Also,
Solenoid deterioration information stored as a learning value is also added as a correction value. The calculation of the solenoid drive time based on the deviation between the target α value and the actually measured α value is performed by a normal PI.
Processed by D control. Since the hydraulic pressure difference between the direct connection operation state and the rattle sound prevention control operation state is large, when the rattle sound prevention control is started immediately from the direct connection operation state, it takes a long time until the rattle sound disappears or the α value becomes excessive. Therefore, there is a problem that the hydraulic pressure reducing operation becomes excessive, resulting in hunting and the like.Therefore, when entering the rattle noise prevention control from the direct connection operation state, the target primary hydraulic pressure calculated once according to the engine speed is once obtained. After shifting to the hydraulic control mode in which the hydraulic control is performed with the target value as the target value, the operation proceeds to the rattle sound prevention control when stabilized. When the trolling operation mode is selected in the mode determination unit 74, the solenoid driving time is set to the target propeller speed Ns obtained from the remote control dial 41, the actually measured propeller speed Np fed back from the propeller speed sensor 20, and the hydraulic pressure sensor. The trolling hydraulic pressure calculation section 77 and the solenoid drive time calculation section 78 calculate the slippage of the hydraulic clutches 2 and 3 so that the propeller rotation speed Np becomes equal to the target propeller rotation speed Ns based on the measured primary hydraulic pressure Pc fed back from 18. Adjust the propulsion propeller 14 with the remote control dial 41
Is rotated at the target propeller rotation speed Ns set in the above, and the hull is controlled so that it can travel at a very low speed.

(Regarding the rattle sound control in the direct connection operation mode) Here, the rattle sound control in the direct connection operation mode will be described. The basic target α value setting unit 73 used in the rattle sound control during the direct connection operation mode includes an engine speed Ne.
There is a two-dimensional map relating to the basic target α value for each gear ratio, using as an index, for each load state related to the engine. Here, the load state applied to the engine is divided into the running state of the hull (that is, forward or backward) and the reduced-cylinder operation. The basic target α value setting unit 73 is based on the running state information (ie, forward or reverse) obtained from the shift switch 42 and the reduction ratio calculation unit 60 and the information on the gear ratio,
A map suitable for the load condition at that time is selected from the plurality of maps, and a basic target α value is determined based on the engine speed Ne. In addition, the load state applied to the engine may be divided based on information other than the running state and the reduced cylinder operation, for example, information indicating an operating state of the engine such as a throttle opening and an intake air amount. In this case, A corresponding map is prepared. Further, it is not always necessary to prepare a plurality of maps for each load state applied to the engine. For example, as shown in a flowchart of FIG. 10, one map is provided with one two-dimensional map corresponding to one load state such as a forward state. The basic target α value in another load state can be obtained for each load state by multiplying the basic target α value obtained from the map by a coefficient set for each load state. The basic target α value determined by the basic target α value determination unit 73 is corrected by a correction coefficient obtained from the map correction volume 44, and is input to the rattle sound oil pressure calculation 76. In the rattle sound oil pressure calculation 76 and the solenoid drive time calculation unit 78, based on the deviation between the target α value and the actually measured α value, as described above with reference to FIG. Reduces the operating hydraulic pressure of the selected hydraulic clutch 2 or 3 and slides the clutch, α
If the measured α value is smaller than the target α value, the operating hydraulic pressure of the selected hydraulic clutch 2 or 3 is increased to reduce the slip of the clutch, and The solenoid drive time of the pressure increasing valve 15a and the pressure reducing valve 15b is determined and output using PID control so as to increase the value. Thus, in the direct drive mode,
When the engine speed Ne becomes equal to or lower than the rattle sound upper limit rotational speed at which rattle sound is likely to occur, the control proceeds to rattle sound prevention control. During the rattle sound prevention control, the hydraulic control solenoid valve 15 of the hydraulic control circuit sets the α to α.
Value, that is, control based on the fluctuation of the rotation of the propeller. If the measured α value exceeds the range of the target α value, the operating oil pressure of the hydraulic clutch 2 or 3 is decreased. Since the amount of slippage of the clutch 2 or 3 is adjusted, rattling does not occur.

Here, with reference to FIGS. 11A and 11B, a description will be given of the reduction of the switching time when the forward / reverse switching valve 16 is operated during the rattle sound prevention control to change the traveling direction and the prevention of hunting of the rotation of the propeller. . Graph A is a diagram showing a change in the propeller rotation speed with respect to a lapse of time when switching between forward and backward during rattle sound prevention control by a control device having no shift switch 17, and graph B is a graph showing the change in the speed of the shift switch 17. FIG. 7 is a diagram showing a change in the number of rotations of the propeller with respect to a lapse of time when switching between forward and reverse during rattle sound prevention control by the control device according to the present invention, in which the traveling direction of the hull can be confirmed. In both cases, the vertical axis of the graph represents the propeller rotation speed, and the horizontal axis represents time. At a certain engine speed and gear ratio, the speed of the propeller when sailing with the clutch fully engaged is assumed to be Nrpm.
And When the rattling sound prevention control is performed using the α value, the propeller rotation speed is slightly lower than that in the direct connection state. If there is no shift switch, the shift neutral position is determined when the actual propeller speed reaches 85% (xN) or less of the propeller speed N in the directly connected state, and the control is shifted from the rattle sound prevention control to the direct connection operation control. I was Here, a case is considered where the shift is switched from the forward or reverse position to the neutral position in a state where the boat speed and the tide flow are fast. At this time, the propeller must reverse rotation against the surrounding flow, and thus requires a high clutch hydraulic pressure. However, since the shift is in the neutral position, the clutch oil pressure continues to decrease. This results in the propeller being turned by the surrounding flow. In this state, it takes a long time for the actual propeller rotation speed to be 85% or less of the propeller rotation speed in the directly connected state, and as a result, although the switching valve 16 is completely switched to the reverse side, In some cases, the rotation of the propeller is not reversed and remains in the range where the α value control is performed. In the case described above, the conventional control device does not input the signal of the shift position of the forward / reverse switching valve 16 by the shift switch, and therefore recognizes the fact that the switching valve 16 has been switched to the reverse side. In addition, the propeller rotation speed remains within the α value control range, and the α value increases as the propeller rotation decelerates. Therefore, control for further reducing the oil pressure is performed. As a result, the power transmission rate of the hydraulic clutch decreases, so that it takes a long time to reverse the propeller rotation. Also, when the propeller is reversed and starts to rotate in the direction corresponding to the shift direction, α
Since the value becomes large, the hydraulic pressure is lowered, and a sudden pressure increase operation is performed according to the slip amount at that time. As a result, the α value becomes excessive and the same operation is repeated, and the rotation of the propeller hunts. Since the control device of the present embodiment is provided with the shift switch 17 and detects the shift position of the switching valve 16, immediately after switching the switching valve 16 from the forward position to the reverse position, the clutch operating oil pressure is increased beyond the direct connection. When the ratio between the propeller speed and the engine speed becomes equal to or higher than a predetermined value, the control is performed so that the α value control is restarted. At this time, the pressure is increased by applying amplitude modulation to the actually measured α value calculated by the α value calculation unit 66 for a certain period of time and making the actually measured α value used for feedback control smaller than the actual value. As described above, based on the detection signal of the shift switch 17, the clutch operating oil pressure is increased immediately after the switching valve 16 is switched from the forward position to the reverse position, so that there is no conventional shift switch. The switching time can be remarkably reduced as compared with the switching time in the control device, and the hunting of the propeller rotation after the shift switching can be performed by applying amplitude modulation to the measured α value for a certain period of time to make the measured α value used for feedback control smaller than the actual value. Can be prevented.

(Explanation of Trolling Control) When the trolling operation mode is selected in the mode judging section 74, as shown in FIG.
, A target operating oil pressure correction amount calculated based on a deviation between the target propeller speed Ns obtained from the remote control dial 41 and the actually measured propeller speed Np fed back from the propeller speed sensor 20, and the target propeller speed Ns. From the sum of the basic target operating oil pressure obtained from the map prepared in advance and the target primary oil pressure Pp
And a solenoid drive time calculator 78 calculates a solenoid drive time based on a deviation between the target primary oil pressure Pp and the actual primary oil pressure Pc fed back from the oil pressure sensor 18. The double feedback loop comprising the two feedback loops determines the solenoid drive time. The calculation of the target operating oil pressure correction amount and the solenoid drive time are processed by ordinary PID control.
The rotation speed Np of the propelling propeller 14, which is the final target value, is the response time of the hydraulic control solenoid valve 15 and the time when the pressure oil is supplied from the oil pump until the influence is obtained after the solenoid driving time is output from the control device. A considerable delay occurs due to the time required to reach the hydraulic clutch 2 or 3 via the control circuit,
Therefore, if only the feedback of the propeller rotation speed Np is used, the gain cannot be increased, and control with good responsiveness cannot be achieved.
In addition to the primary hydraulic pressure, the hydraulic pressure sensor 18 detects and feeds back a primary hydraulic pressure that is very short from when the control device outputs the solenoid drive time until the influence is exerted, and determines the solenoid drive time based on the primary hydraulic pressure. By using the double feedback control, the delay can be reduced and the gain can be increased, so that the responsiveness is improved, and the robustness (robustness: stability) against disturbance, deterioration, and the like is also improved. Further, in the trolling control described above, feedforward control for determining a basic target operating hydraulic pressure by a map prepared in advance based on the target propeller rotational speed Ns is added, and the propeller rotational speed Np fed back corrects the basic target operating hydraulic pressure. , The feedback effect of the propeller rotation speed Np almost eliminates the influence of delay, greatly improves control responsiveness, and improves responsiveness to the operation of the remote control dial 41 by the boat operator during trolling operation. Reacts well. Further, the power transmission rate of the hydraulic clutches 2 and 3 with respect to a change in operating oil pressure changes depending on the engine speed and the target propeller speed. Specifically, even if the target propeller speed is the same, the power transmission rate increases as the engine speed increases, and even if the engine speed is the same,
The power transmission rate increases as the target propeller speed increases. For example, when the engine speed is 500 rpm and when the engine speed is 1000 rpm, the way of increasing the propeller speed when the oil pressure is increased is different, and the engine speed is 50 rpm.
At 0 rpm, the propeller rotation speed rises rapidly and overshoot may occur at 1000 rpm, even if the operating oil pressure rises smoothly without causing overshoot. To prevent this, the trolling oil pressure calculation unit 77
As shown in FIG. 12, the control constant correction amount calculation unit 77a
Is provided. The calculation unit 77a receives the engine speed Ne and determines correction coefficients for the proportional constant Kp, the integration time Ti, and the differentiation time Td in the trolling oil pressure calculation unit 77 based on a map or the like prepared in advance for each input information. Then, the proportional constant Kp, the integration time Ti, and the differentiation time Td in the trolling oil pressure calculation 77 are changed. As a result, the PI based on the classical control theory can be used without using the modern control theory that models the internal state of the control system.
Even in the D control, a sufficiently stable output can be obtained.

(Regarding trolling return request mode)
The trolling operation mode described above is used when fishing. FIG. 13A shows an example of how to use the trolling operation mode for fishing. As shown in this drawing, for example, when trying to fish from point A to point B, the boat operator moves at high speed from the port to point A in the direct connection operation mode, and turns the remote control dial 41 at point A. The instruction is switched from the direct connection instruction to the trolling control instruction. Then, at point A, the operator controls the boat speed with the remote control dial 41 by checking the tide flow, the direction of the wind, the inclination of the tackle (weft thread), etc., and when an appropriate trolling speed is obtained, the trolling speed ( At a very slow speed, the fisherman catches the fish at the point B, stops the fishing, temporarily returns to the point A, and starts fishing from the point A. B
If you do not fish while traveling from point A to point A,
It moves at high speed from point B to point A. The conventional hydraulic clutch control device with the trolling operation mode requires that the remote control dial be returned to the direct connection instruction once and the trolling operation mode must be completely released before the cruising operation can be performed in the direct connection operation mode. The mode was completely canceled, but if you cancel the trolling operation mode, you must return to point A and then operate the remote control dial again to control the trolling speed to a speed suitable for wind direction and other conditions Not bothersome. The control device according to the present embodiment has a trolling return request mode that can shift from the state of the trolling operation mode to the direct connection operation mode without completely canceling the trolling operation mode in order to eliminate the troublesome work described above. I have. As shown in the flow chart of FIG. 13B, this means that the trolling operation mode is once operated by the remote control dial 41 and then the trolling operation mode is not changed unless the operator cancels the trolling operation mode with the remote control dial 41. The trolling operation mode and the direct connection operation mode can be switched by the throttle operation in a state where the mode can be returned to the state of the mode.When the operator accelerates by the throttle operation during the trolling operation mode, or the engine speed is trolled. When the rotation speed is increased to the upper limit or more, the hydraulic control is switched from the trolling operation mode to the direct connection operation mode regardless of the operation of the remote control dial 41, and when the trolling operation mode is entered, the determination unit 74 sets a flag of the trolling return request mode. When the engine rotation speed Ne falls below the trolling upper limit rotation speed Nh when the trolling return request mode flag is set, the mode determination unit 74 switches the hydraulic control from the direct connection operation mode to the trolling operation mode, and sets the remote control dial 41. Value Ns
Is performed with the hydraulic pressure as a target value. The flag of the trolling return request mode in the determination unit 74 is cleared when returning to the trolling operation mode or when the remote control dial 41 is returned to the position of the direct connection instruction. As a result, the operator can move from the fishing end position to the next fishing start position at high speed in the direct connection operation mode only by operating the throttle without canceling the set value of the remote control dial 41 (that is, the target propeller speed Ns). When the engine speed Ne is again reduced to the trolling upper limit speed Nh by the throttle operation at the start position, trolling can be performed again with the previously set value Ns. Also, the judgment unit 7
4, when the trolling return request flag is on, the propeller rotation speed Np becomes the propeller rotation speed in the direct connection operation mode corresponding to the engine speed Ne at that time even if a certain time has elapsed since the throttle opening was opened. If it does not increase by more than the predetermined ratio, it is determined that the way of increasing the operating oil pressure cannot follow the way of opening the throttle, that is, the way of increasing the engine speed, and the rattle sound oil pressure calculation 7
6 or a trolling oil pressure calculation unit 77, and sends a 0 oil pressure instruction to fully open the pressure reducing valve 15b of the hydraulic pressure control solenoid valve 15 to reduce the operating oil pressure of the hydraulic clutch 2 or 3 to 0 oil pressure, thereby transmitting the power of the clutch. Set the rate to 0%. Thus, for example, even when the operator opens the throttle too rapidly from the trolling operation mode so that the hydraulic control cannot be performed in time, the clutch does not slide more than necessary and does not adversely affect wear resistance and burnout. . In this case, the determination unit 74 may be set so as to clear the flag of the trolling return request mode, or may be set so as not to be cleared. With the throttle closed, the engine speed Ne
Is reduced to a predetermined value or less, the trolling operation mode can be executed again by releasing the 0 hydraulic pressure instruction. Further, the trolling return request mode is valid only when the shift position is the same as the shift position when the trolling operation mode is entered. Therefore, when the shift position is different, even if the remote control dial has set the target rotation (of the propeller), the trolling mode is not entered, and the operation state is directly connected. In other words, when the shift is in the forward position, acceleration is performed by opening the throttle from the trolling operation state, and when the direct connection operation state is reached, even if the throttle is opened and the engine speed is increased, unless the shift position is in the forward position Does not become the propeller rotation speed of the trolling operation indicated by the remote control dial. This is to prevent the response of switching the direction of movement of the ship to be worsened if the shift position is continuously operated in the forward, neutral, and reverse directions, and if the vehicle enters the trolling on the reverse side, the response to the change in the traveling direction of the ship is deteriorated. This is the action taken for

(Regarding the solenoid forced drive control mode) In the trolling operation mode, for example, after the remote control dial is set to 0 hydraulic pressure by the operator's intention, or when the above-mentioned determination of the trolling return request mode is made, the determination section is made. A hydraulic pressure instruction is issued from 74 and the operating hydraulic pressure is 0
When the hydraulic pressure is applied and the propulsion propeller 14 is rotated by connecting the hydraulic clutches 2 and 3 from the zero hydraulic pressure state by operating the remote control dial 41 or canceling the zero hydraulic pressure instruction in the determination part 74, the determination part 74 is controlled by the solenoid. Shift to the forced drive control mode. The hydraulic clutches 2 and 3 once drop to 0 hydraulic pressure, and the clutch plates have a power transmission rate of 0.
%, The hydraulic clutches 2 and 3 are not immediately connected even if the hydraulic pressure is increased to a pressure at which the target propeller rotation speed Ns is obtained due to the starting resistance when the clutch plate starts rotating from the stationary state. . As a result, the deviation between the propeller rotation speed Np and the target propeller rotation speed Ns does not become small, so the trolling oil pressure calculation unit 77 increases the target pilot oil pressure Pp more and more. When the pressure reaches a value at which the propeller can be rotated, the hydraulic clutches 2 and 3 are engaged, and the propulsion propeller 14 starts rotating. When the hydraulic clutches 2 and 3 exceed the starting resistance and the clutch plates start to rotate, the resistance decreases thereafter, so that the rotation speed Np
Is increased smoothly, but exceeds the target propeller speed Ns because the operating oil pressure of the hydraulic clutches 2 and 3 is high. When the propeller speed Np exceeds the target propeller speed Ns,
The trolling oil pressure calculation unit 77 starts lowering the target pilot oil pressure Pp this time, but since the operating oil pressure does not immediately decrease, the propeller rotation speed Np is not exceeded until the operating oil pressure drops to a value corresponding to the target propeller rotation speed Ns. I shoot. Such control leaves a problem that it takes time to start the propelling propeller 14 from zero hydraulic pressure, and that the propeller speed Np overshoots. The above-described solenoid forced drive control mode solves this problem. As shown in the flowchart of FIG. 14, after the operating hydraulic pressure of the hydraulic clutches 2 and 3 is once reduced to 0 hydraulic pressure, the target propeller Rotational speed Ns
Is set, the determination unit 74 makes a determination to enter this solenoid forced drive mode, and the solenoid drive time calculation unit 78 sets a target pilot oil pressure at which an operating hydraulic pressure that can reliably connect the hydraulic clutches 2 and 3 is obtained. After performing a predetermined time, the target value of the pilot oil pressure is set to a predetermined appropriate value within the range of the trolling operation mode, preferably, up to the central oil pressure in the trolling control range. Lower, and control with that value.
In this case, the hydraulic pressure based on the true target propeller rotation speed Ns indicated by the remote control dial 41 is ignored. Then, when the propeller rotation sensor 20 detects the rotation of the propulsion propeller 14, for example, when the rotation speed of the propulsion propeller 14 increases, the determination unit 74 returns from the solenoid forced drive control mode to the trolling operation mode, and performs the normal trolling control. I do. As described above, when the operating oil pressure is increased from 0 oil pressure to start rotating the propulsion propeller 14,
Regardless of the normal trolling control, by setting a high target value for a certain period of time and forcibly operating the hydraulic control solenoid valve 15 to increase the operating oil pressure, the start-up time of the rotation of the propulsion propeller 14 from zero oil pressure Also, after a certain period of time, the target value of the operating oil pressure is forcibly reduced even if the propelling propeller 14 is not rotating, and thereafter, until the propelling propeller 14 starts operating at the reduced target value. By performing the control, the overshoot of the propeller speed Ns is also eliminated.

(Regarding Correction for Solenoid Degradation of Hydraulic Control Solenoid Valve) Also, the solenoid in the hydraulic control solenoid valve changes over time and deteriorates after a certain period of time.
The operation state of the solenoid changes, and the operation when switching from the off state to the on state is delayed. Therefore, in the solenoid deterioration amount detecting section 79, the deterioration amount of the solenoid is detected by monitoring the change amount of the oil pressure when the solenoid is operated for a certain time by the hydraulic pressure sensor 18, and the solenoid deterioration information is used as a learning value storage section as a correction time. 80, ie, EE shown in FIG.
It is taken into the PROM 51. The correction time is estimated (predicted) by a known deterioration value of the solenoid based on the drive time of the solenoid and the width of increase or decrease of the operating oil pressure. It may be set at the place. The resulting degradation value is added to the drive time by the SOL drive time calculator 78 as a correction value for the solenoid drive time.

[0024]

As described above, the method of controlling a hydraulic clutch for a marine vessel propulsion device according to the present invention provides a hydraulic clutch between an input shaft connected to an engine mounted on a marine vessel and an output shaft connected to a propulsion propeller. A transmission equipped with a clutch is provided, and by operating operating hydraulic pressure adjusting means capable of adjusting the operating hydraulic pressure of the hydraulic clutch, the hydraulic clutch is switched to one of a separated state, a direct connection state, and a sliding state, and the hydraulic clutch is in a sliding state. In the hydraulic clutch control method which adjusts the slippage when the vehicle is at a speed, adjusts the rotation speed of the propelling propeller to the target propeller rotation speed, and enables the boat to travel at a low speed by the low-speed rotation of the propelling propeller, The target operation for the hydraulic clutch is detected based on the actual measured value of the detected propeller speed and the target propeller speed. Determining the actual operating oil pressure of the hydraulic clutch, and determining the operation amount of the operating oil pressure adjusting means for adjusting the operating oil pressure of the hydraulic clutch based on the actually measured value of the detected operating oil pressure and the target operating oil pressure. Therefore, the hydraulic clutch can be controlled based on the operating oil pressure having a shorter delay time than the propeller rotation speed, so that control with good responsiveness can be achieved.

[Brief description of the drawings]

FIG. 1 is a perspective view schematically showing a configuration of a main part of a marine deceleration reverser in a marine propulsion device embodying the present invention.

FIG. 2 is a longitudinal sectional view schematically showing a configuration of a main part of a marine deceleration reverser in a marine propulsion device embodying the present invention.

FIG. 3 is a cross-sectional view schematically showing a configuration of a main part of a marine deceleration reverser in a marine propulsion device embodying the present invention.

FIG. 4 is a cross-sectional view schematically showing a forward / reverse switching valve provided in a hydraulic control circuit of the marine deceleration reverser.

FIG. 5 is a schematic diagram showing a hydraulic control circuit of the marine deceleration reverser.

FIG. 6 is an enlarged schematic cross-sectional view showing a pressure reducing valve provided in a hydraulic control circuit of the marine deceleration reverser.

FIG. 7 is a diagram showing a relationship between a hydraulic clutch control device and input / output signals.

8 is a block diagram showing data processing of the control device in FIG. 7;

FIG. 9 is a block diagram of rattle prevention control in a direct connection operation mode.

FIG. 10 is a flowchart of a rattle sound control method in which the method of determining the target α value differs from the control device shown in FIG. 8;

FIG. 11 is an explanatory diagram of a reduction in traveling direction switching time and a prevention of hunting during rattle sound prevention control.

FIG. 12 is a block diagram of trolling control in a trolling operation mode.

FIG. 13A shows an example of how to use a general trolling operation mode, and FIG. 13B is a flowchart of a trolling return request mode in the trolling operation mode.

FIG. 14 is a flowchart of a solenoid forced drive control mode in a trolling operation mode.

FIG. 15 is a schematic diagram showing a configuration of a marine vessel propulsion device in a marine vessel.

FIG. 16 is a block diagram showing a hydraulic control system of a conventional marine deceleration reverser.

[Explanation of symbols]

1: Marine reduction gear reverser (marine gear) 2: Forward clutch 2a: Piston 3: Reverse clutch 3a: Piston 4: Forward piston 5: Reverse shaft starting gear 6: Drive shaft 7: Working hydraulic passage 8: Lubricating oil Passage 9: Reverse piston 10: Driven gear 11: Reverse shaft 12: Thrust shaft 14: Propulsion propeller 15: Hydraulic control solenoid valve 15a: Pressure giving valve 15b: Pressure reducing valve 16: Forward / backward switching valve 16a: First opening 16b: First 2 opening 16c: 3rd opening 16d: 4th opening 16e: 5th opening 16f: 1st valve (forward) 16g: 2nd valve (neutral) 16h: 3rd valve (reverse) 17: Shift switch 18: Oil pressure sensor 19 : Engine rotation sensor 20: Propeller rotation sensor 21: Oil reservoir 22: Oil pump 23: Main hydraulic circuit 24: Clutch pressure relief valve 25: Lubricating oil supply circuit 26: Hydraulic oil return circuit 27: Hydraulic oil supply circuit 28: Primary Pressure oil supply circuit 29: Oil cooler 30: Lubrication pressure relief valve 31 Pressure reducing valve 31a: Small diameter cylinder 31b: Medium diameter cylinder 31c: Large diameter cylinder 31d: Valve element 31e: Pilot piston 31f: Spring 31g: Working pressure oil supply port 31h: Working pressure oil discharge port 31i: Drain port 31j: Primary oil Supply port 32: Restrictor 33: Oil filter 34: Pilot pressure relief valve 35: Forward working hydraulic oil supply circuit 36: Reverse working hydraulic oil supply circuit 37: Oil pressure sensor (another embodiment) 38: Oil pressure sensor (another Example) 39: Oil pressure sensor (for lubricating oil) 40: CPU 41: Remote control dial 42: Reduced cylinder operation switch 43: Light ship mode switch 44: Map correction volume 45a: Solenoid (pressure increase valve 15a side) 45b: Solenoid (pressure reduction valve) 15b side) 46: display device 47: gear ratio display means 48: map correction position display means 49: fail information display means 51: EEPROM 52: power supply 53: power supply circuit 54: average processing section 55: average processing section 56: average Control unit 57: average processing unit 58: average processing unit 59: average processing unit 60: reduction ratio calculation unit 61: switch read processing unit 62: measured α value calculation unit 63: acceleration calculation unit 66: measured α value calculation unit 67: Acceleration calculation unit 68: Target rotation speed set value calculation unit 69: Correction coefficient calculation unit 70: Shift position detection unit 71: Oil pressure calculation unit 72: Power supply voltage value calculation unit 73: Basic target α value determination unit 74: Mode determination unit 75 : Voltage correction map 76: Clutter operating oil pressure value calculation unit for rattle noise control 77: Clutch operating oil pressure calculation unit for trolling control 77a: Correction operation unit 78: Solenoid drive time calculation unit, 79: Solenoid deterioration amount detection unit 80: EEP ROM learning value storage unit A: Ship B: Engine C: Propulsion propeller D: Transmission D1: Hydraulic clutch D2: Transmission gear E: Propeller shaft F: Engine speed detector G: Propeller speed detector H: Forward / backward Switching valve I: Pressure reducing valve : Pressure regulating means K: switching means L: hydraulic supply unit M: rotational fluctuation detecting means N: target propeller rotational speed Ns setter O: control unit

Claims (5)

[Claims] A transmission having a hydraulic clutch is provided between an input shaft connected to an engine mounted on a ship and an output shaft connected to a propulsion propeller, and an operation capable of adjusting a hydraulic pressure of the hydraulic clutch. By operating the hydraulic pressure adjusting means, the hydraulic clutch is switched to any one of a separated state, a direct connection state, and a sliding state, and the degree of sliding when the hydraulic clutch is in the sliding state is adjusted to reduce the number of revolutions of the propulsion propeller to the target propeller rotation. A hydraulic clutch control method that enables a ship to travel at a low speed by low-speed rotation of a propelling propeller according to the number of propellers, wherein an actual propeller rotation speed is detected from the output shaft, and an actual measured value of the detected propeller rotation speed and a target propeller rotation are detected. A target hydraulic pressure for the hydraulic clutch is determined based on the hydraulic pressure, the actual hydraulic pressure of the hydraulic clutch is detected, and the detected hydraulic pressure is determined. Found and based on the target hydraulic pressure, the hydraulic clutch control method for ship and determines the operation amount of the operating oil pressure adjusting means for adjusting the hydraulic clutch hydraulic pressure. 2. A basic target operating hydraulic pressure is determined by feedforward control based on the target operating hydraulic pressure based on the target propeller rotational speed. The basic target operating hydraulic pressure is determined based on an actual measured value of the propeller rotational speed and a target propeller rotational speed. The hydraulic clutch control method according to claim 1, wherein the target operating hydraulic pressure is determined by correcting the hydraulic pressure. 3. The operating oil pressure adjusting means is a pressure reducing valve, a pressure increasing valve and a pressure reducing valve for operating the pressure reducing valve, and the actual measured value of the operating oil pressure is the pressure reducing valve, the pressure increasing valve and / or the pressure reducing valve. The hydraulic clutch control method according to claim 1, wherein the hydraulic clutch control method detects the hydraulic clutch. 4. A control coefficient for determining a correction amount of a target working oil pressure and / or an operation amount of a working oil pressure adjusting means based on a ratio or a difference between an engine speed and a target propeller speed. The hydraulic clutch control method according to claim 2 or 3, wherein 5. A transmission having a hydraulic clutch is provided between an input shaft connected to an engine mounted on a ship and an output shaft connected to a propulsion propeller, and an operating hydraulic pressure of the hydraulic clutch is set according to a state of maneuvering. A hydraulic clutch control device for a marine propulsion device in which the hydraulic clutch is set to one of a disengaged state, a slip state and a directly connected state by an operating hydraulic control system for controlling the slippage when the hydraulic clutch is in a slip state. Means for detecting an operating oil pressure of the hydraulic clutch, and means for determining a target operating oil pressure of the hydraulic clutch based on a target propeller rotation speed and an actual propeller rotation speed are provided. A hydraulic clutch control device for a marine vessel, comprising means for adjusting the operating hydraulic pressure of a hydraulic clutch based on the hydraulic pressure.