EP0595977A1 - Systeme de commande du groupe propulseur d'un navire. - Google Patents

Systeme de commande du groupe propulseur d'un navire.

Info

Publication number
EP0595977A1
EP0595977A1 EP92916358A EP92916358A EP0595977A1 EP 0595977 A1 EP0595977 A1 EP 0595977A1 EP 92916358 A EP92916358 A EP 92916358A EP 92916358 A EP92916358 A EP 92916358A EP 0595977 A1 EP0595977 A1 EP 0595977A1
Authority
EP
European Patent Office
Prior art keywords
control
speed
clutch
travel
trolling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92916358A
Other languages
German (de)
English (en)
Other versions
EP0595977B1 (fr
Inventor
Josef Schwarz
Christoph Goebel
Thomas Voss
Gerhard Maurer
Manfred Braig
Raimund Auer
Peter Brinck
Guenter Roth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6437448&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0595977(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP0595977A1 publication Critical patent/EP0595977A1/fr
Application granted granted Critical
Publication of EP0595977B1 publication Critical patent/EP0595977B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/26—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H2023/0291—Trolling gears, i.e. mechanical power transmissions comprising controlled slip clutches, e.g. for low speed propulsion

Definitions

  • the invention relates generally to a control system for operating a propulsion system of a ship.
  • the drive system has at least one motor that drives a propeller shaft via a gearbox with at least one controllable clutch for forward and reverse travel.
  • Control and sensor means are provided in order to be able to vary the engine speed or the degree of slip of the clutch.
  • the control system also has control electronics for processing input and output signals in order to maintain the desired operating states of the drive system.
  • a mode selection device in which a specific operating mode can be selected.
  • the control lever of the control station is assigned a specific function. If the cruise mode is selected, the clutch is closed for forward travel. The control lever is used to vary the engine speed to set a specific cruising speed. If the mode selection device is used to preselect slow travel mode (trolling), the function assigned to the control lever changes. As long as this mode is selected, " the engine is operated at a certain, constant speed. The driving speed is varied by means of the control lever in such a way that the degree of slip of the clutch of the transmission is more or less is chosen large. The speed of the propeller shaft is thus varied via the degree of slip of the clutch.
  • the known control system has control electronics to which an input and output unit, a display unit and control and sensor means are connected.
  • direction reversals can be carried out in the troll or travel mode by a corresponding movement of the direction / speed lever.
  • the direction reversals are carried out by the control unit in an automatically clocked sequence.
  • the motor When changing from travel mode to TroHing mode, the motor reduces the speed to a speed selected by a rotary control.
  • the 'engine speed changes in the direction of the idle speed, clutch disengaged completely, and then the engine speed increases up to the control lever position (DE-A 39 07 841, column 12, lines 16-33 ).
  • the present invention is therefore based on the object of specifically influencing the reaction of the ship when reversing in that the skipper can make use of at least one reversing aid by means of which the timing of the ship is changed in a certain way. Above all, the response times when starting off or during turning maneuvers, in particular with low propeller shaft speeds, are to be improved.
  • the object on which the invention is based is achieved in that in one operating mode (trolling) of the drive system the clutch is completely closed after switching the direction of travel and the acceleration phase is ended by transmitting a control signal to the control electronics by transferring the clutch to the regulated slip mode.
  • This solution is a manual reversing aid that is selected by the skipper by pressing a selection button on the control station.
  • the clutch In start-up or turning maneuvers in trolling mode, the clutch is completely closed after switching the direction of travel. This accelerates the ship with a thrust corresponding to the prevailing engine speed.
  • the master may end the acceleration phase if the ship reacts sufficiently.
  • the end of the acceleration phase is tied to an adjustment movement of the driving switch (control lever).
  • the skipper When the "end of acceleration" concept is presented, the skipper usually reacts by adjusting the control lever in the sense of "reducing the drive speed”. This reaction is used by ending the acceleration phase by slightly reducing the trolling speed.
  • a control signal is transmitted to the control electronics when a negative adjustment gradient of the setpoint generator for the trolling speed is generated. The control electronics then convert the clutch into slipping, regulated operation, so that a trolling speed is set automatically.
  • the ship's reaction in trolling operation is significantly improved during approach and turning maneuvers.
  • the control electronics can interact with the slipping clutch in such a way that the clutch is protected against thermal overload.
  • Another solution to the problem is according to the invention that in one mode (trolling) of the drive system, the clutch is completely closed after switching the direction of travel and the acceleration phase by transmitting a control signal to the control electronics with the clutch closed by adjusting the speed of the propeller shaft to trolling -Speed is ended. It is advantageous here to derive the control signal for the control electronics from the ship's speed. When a desired ship speed is reached, the control signal is generated or delivered to the control electronics. In a preferred solution, the target ship speed is preselected, for example, using the travel switch.
  • the ship's speed is determined and the control signal is derived from the target / actual value comparison.
  • Either the relative speed of the ship against the water or the absolute speed of the ship above ground can be used.
  • the first option mentioned is advantageous, for example, when rescuing an accident victim, while the other option is used in the area of fixed systems.
  • a possible reversal aid can be automated.
  • the control station has a means for preselecting a desired reversal sequence.
  • This means can consist, for example, of a selector switch, which is preferably designed as a light button. By pressing the button, a certain reversal sequence can be selected, which then runs semi-automatically or fully automatically when the ship starts or reverses.
  • the control lever for briefly adjusting the trolling speed is actuated. With this adjustment, a negative adjustment gradient is generated.
  • An advantageous design of the control system for selecting the travel speed via a control lever, with which the engine speed is adjusted in travel mode is that in a region of the path of the control lever in which the engine speeds permissible for slow travel can be set, a superimposition of the setpoint - Make speed setting for slow travel mode.
  • the overlay means that in this area, instead of or in addition to a change in the engine speed, a change in the propeller shaft speed, that is to say the trolling speed, takes place with priority.
  • This superposition can advantageously be solved with known electrical means.
  • FIG. 1 is a schematic of a control system
  • FIG. 7 schematic representations of a
  • a control system for operating a propulsion system of a ship is shown in a highly simplified, schematic representation.
  • the drive system has at least one motor 1, the output shaft 2 of which is connected to a gear 3.
  • Gearwheels are arranged within the transmission 3 in a manner not shown, which are in meshing connection with each other.
  • the clutch 4 can be in three switching states operated: it is either fully open or completely closed. It can also be operated in a regulated slip mode.
  • the clutch 4 is preferably a hydraulically actuated, wet-running multi-plate clutch. With the help of a clutch pressure actuator 5, the degree of slippage of the clutch 4 can be adjusted.
  • the speed of the output shaft 2 of the motor 1 can be detected via a speed sensor 8.
  • Another speed sensor 9 is assigned to the propeller shaft 6 in order to detect its speed.
  • a temperature sensor 11 monitors the operating temperature of the clutch 4.
  • the speed sensors 8 and 9, the clutch pressure regulator 5 and the direction divider 10 are connected to an electronic control unit 12.
  • the gear 3 with the sensor and control means 8, 9, 11 and 5 and 10 can be combined to form a unit 13.
  • the electronic control unit is connected to a control station 15 via an electrical line 14.
  • the control station 15 comprises a series of control, switching and adjusting elements. Specifically, this is a command transmitter 18 for the direction of travel, a setpoint transmitter 19 for the speed of the propeller shaft 6 in slow travel mode (trolling mode), a control lamp 20 which indicates to the skipper that the propulsion systems are operating properly, and two warning lights 21 and 22, which signal deviations from normal operation.
  • An operating switch 23 is used to select the operating mode "slow travel" (trolling) and a further operating switch 24 is provided in order to preselect a reversing aid.
  • the button 25 is an emergency switch, and the button 26 turns the power supply on or off.
  • An essential feature of the invention is that the skipper has the possibility in slow travel mode, that is in trolling mode (operating switch 23 is actuated) to make use of reversing aids.
  • the skipper can preselect a specific reversing aid - depending on his needs.
  • the preselected reversing aid is activated when a certain control signal is transmitted to the electronic control unit 12.
  • the ship is propelled at a certain engine speed, for example 900 rpm.
  • the transmission 3 is shifted into reverse gear (second picture from above).
  • the ship moves backwards in slow speed mode at a propeller shaft speed of 100 rpm.
  • the clutch 4 operates in the controlled, slipping mode, that is, it is acted upon by a certain clutch pressure which causes a relative movement between the Lamella packs allowed (compare fourth picture from above).
  • the absolute value of the propeller shaft speed corresponds to the target trolling speed of 100 rpm.
  • the sign is negative because of the reverse drive.
  • the ship is moving at a reverse speed of three knots.
  • the gearbox is switched to the forward direction via a neutral position (second picture from above).
  • the clutch pressure is completely reduced in the neutral position of the transmission.
  • the clutch With the switching of the forward driving direction, the clutch is closed completely, so that the clutch pressure quickly reaches its maximum (compare fourth picture from above).
  • the propeller shaft speed begins to increase and reaches its maximum in the present exemplary embodiment at 400 rpm. This speed value depends on the prevailing engine speed and the gear ratio. The ship's speed slows down, goes through zero and begins to increase in the forward direction (see bottom illustration).
  • the ship When the clutch is fully closed, the ship is accelerated at a current propeller shaft speed which is dependent on " various influences, for example the engine speed, the clutch pressure, the flow conditions, etc.
  • the ship's captain observes the reaction of the ship. As soon as the ship reaction is sufficient appears, it ends the acceleration phase in the following way:
  • a control lever 27, with which the trolling target speed is set, is briefly adjusted in the sense of a reduction in the set trolling target speed. During this brief withdrawal, a negative adjustment gradient is generated, which is transmitted to the control unit 12. This control signal is sent from the control unit 12 interpreted that the acceleration phase should be ended.
  • the brief withdrawal of the set trolling speed is indicated schematically (third illustration from above) by the fact that a notch can be seen in the otherwise straight-line characteristic of the trolling speed.
  • the clutch pressure is reduced to a value which corresponds to the clutch pressure as it corresponds to the desired trolling speed or the propeller shaft speed or a desired ship speed.
  • Another reversing aid which is related to that explained above, consists in the fact that in trolling mode the clutch 4 is initially completely closed after switching the forward direction. This accelerates the ship with a thrust that is proportional to the selected engine speed. As soon as the ship takes into account the system dynamics has reached the desired speed, the control electronics 12 interrupts the acceleration with the clutch closed and adjusts the trolling speed on the propeller shaft until the desired speed is reached. The sensor 16 mentioned is used to determine the speed. In contrast to the first reversing aid, this type of reversing aid can run automatically.
  • a reversing aid can be selected or preselected with the operating switch 24.
  • the control system according to the invention is particularly flexible when all reversing aids are available on request.
  • the skipper has the option of preselecting one of a total of three available reversing aid 4 via the operating switch 24.
  • the propulsion system of the ship is suitable for every situation for practical conditions.
  • the diagrams corresponding to FIGS. 4 to 6 show the speed ratios as a function of the swivel angle of the control levers assigned to them. 4 is based on a deck switch which has two control levers. A first control lever allows you to switch a certain direction of travel and set a certain engine speed. Another
  • Control lever allows the setting of a certain trolling target speed.
  • This control lever can be used to preselect a specific direction of travel and a specific engine speed.
  • the engine speed can be set in 'that are permitted for the trolling mode or suitable, the arrangement being such that superimposition of the setpoint setting for a trolling speed takes place automatically with priority.
  • These areas, in which the vehicle is then driven in slow travel mode, are shown with dashed lines 31. It is advantageous that the speeds are superimposed in such a way that a minimum trolling speed is set at a minimum motor speed. The maximum permitted engine speed in trolling mode is then assigned the maximum possible trolling speed.
  • a deck switch which can have either one or two control levers.
  • travel mode the direction of travel is switched with one or both control levers and an engine speed is set (solid line).
  • trolling mode a control lever can be used to specify the trolling propeller shaft speed (dashed line Lines).
  • the electronic control unit 12 or separate engine electronics assign a predetermined engine speed to a preselected trolling speed. This assignment takes place depending on certain operating parameters of the engine or the transmission. These operating parameters are characteristic parameters such as fuel consumption, the thermal load on the clutch or exhaust emission values.
  • control lever 27 or drive switch with which a trolling speed can be set is shown schematically.
  • the control lever 27 can be pivoted between two end positions (for example 0% and 100%).
  • a sector 29 which adjoins an end position (0%) the control lever 27 can only be pivoted against resistance, for example the force of a compression spring 30, in the sense of a further reduction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Un système de commande du groupe propulseur d'un navire comprend un moteur (1), un engrenage (3) et un embrayage réglable (4) de marche avant et marche arrière. Une station de commande (15), un levier de commande (27) et des éléments électroniques de commande (15) permettent de régler le sens de la marche et la vitesse du navire. Afin d'influer sur la réaction du navire lors de l'inversion de la marche, le pilote du navire peut utiliser plusieurs accessoires de changement de la marche en appuyant sur une touche de sélection (24) faisant partie de la station de commande.
EP92916358A 1991-08-01 1992-07-28 Systeme de commande du groupe propulseur d'un navire Expired - Lifetime EP0595977B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4125432 1991-08-01
DE4125432A DE4125432A1 (de) 1991-08-01 1991-08-01 Steuersystem zum betreiben einer antriebsanlage eines schiffes
PCT/EP1992/001709 WO1993002914A1 (fr) 1991-08-01 1992-07-28 Systeme de commande du groupe propulseur d'un navire

Publications (2)

Publication Number Publication Date
EP0595977A1 true EP0595977A1 (fr) 1994-05-11
EP0595977B1 EP0595977B1 (fr) 1995-10-11

Family

ID=6437448

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92916358A Expired - Lifetime EP0595977B1 (fr) 1991-08-01 1992-07-28 Systeme de commande du groupe propulseur d'un navire

Country Status (5)

Country Link
US (1) US5474480A (fr)
EP (1) EP0595977B1 (fr)
JP (1) JP3448054B2 (fr)
DE (2) DE4125432A1 (fr)
WO (1) WO1993002914A1 (fr)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2729637B1 (fr) * 1995-01-19 1997-04-18 Semt Pielstick Dispositif et procede de reglage de la vitesse d'un navire
JP3804030B2 (ja) * 1995-07-05 2006-08-02 ヤマハマリン株式会社 船舶推進機
DE60042240D1 (de) * 1999-09-02 2009-07-02 Yanmar Co Ltd Hydraulisches steuerverfahren für eine marine vorrichtung zur drehzahluntersetzung und drehzahlumkehr im not-rückwärtsbetrieb
CA2306291A1 (fr) * 2000-04-20 2001-10-20 Wayne Ernest Conrad Technique et appareil pour augmenter la vitesse et reduire la consommation de carburant ¬donc, augmenter l'autonomie (la distance franchissable)| des aeronefs, des navires de surface, des sous-marins, des missiles et des torpilles et/ou pour en modifier la signature acoustique
FR2810294B1 (fr) * 2000-06-20 2003-02-07 Roland Auguste Jean Chardey Dispositif de securite pour les bateaux de peche
DE10048103C2 (de) * 2000-09-28 2002-09-05 Mtu Friedrichshafen Gmbh Regelsystem für einen Schiffsantrieb
US7377827B1 (en) * 2003-06-20 2008-05-27 Sturdy Corporation Marine propulsion shift control
JP2007509292A (ja) * 2003-10-20 2007-04-12 ノーティテック プロプライエタリー リミテッド 特に船舶用のデカップリングクラッチ
WO2005102836A1 (fr) * 2004-04-22 2005-11-03 Nautitech Pty Ltd Decoupleur
DE102005001552B4 (de) * 2005-01-13 2010-04-01 Zf Friedrichshafen Ag Wasserfahrzeugvortriebssystem zum Betreiben einer Antriebsanlage eines Wasserfahrzeuges
JP4641312B2 (ja) * 2007-07-06 2011-03-02 三菱電機株式会社 船舶駆動用電子制御装置
DE102008025480B3 (de) * 2008-05-27 2009-12-24 Robert Bosch Gmbh Steuereinrichtung und Verfahren zur Beeinflussung der Motordrehzahl sowie des Schlupfgrads einer Kupplung eines Schiffsantriebs
JP6062095B1 (ja) * 2016-06-09 2017-01-18 株式会社マリタイムイノベーションジャパン 船舶推進機関用指示装置
IT201700015579A1 (it) * 2017-02-13 2018-08-13 As Service Srl Sistema integrato di propulsione per imbarcazioni
EP3823894A1 (fr) * 2018-07-19 2021-05-26 ZF Friedrichshafen AG Procédé pour faire fonctionner un système de propulsion marine dans un mode de pêche à la traîne, unité de commande et système de propulsion marine
US11215128B1 (en) * 2018-08-14 2022-01-04 Brunswick Corporation Acceleration control method for marine engine
WO2020110280A1 (fr) * 2018-11-30 2020-06-04 本田技研工業株式会社 Dispositif de commande de vitesse de moteur pour navire
DE102019211756B3 (de) * 2019-08-06 2020-12-24 Zf Friedrichshafen Ag Verfahren, Steuergerät und Computerprogrammprodukt zum Betätigen einer Reibkupplung eines Antriebsstranges eines motorbetriebenen Wasserfahrzeugs

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DE2558577A1 (de) * 1975-12-24 1977-09-01 Hanseatische Konstruktions Ges Wasserfahrzeug
JPS52137890A (en) * 1976-05-12 1977-11-17 Nippon Air Brake Co Remote control device for marine main engine
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Also Published As

Publication number Publication date
JP3448054B2 (ja) 2003-09-16
US5474480A (en) 1995-12-12
JPH06509295A (ja) 1994-10-20
EP0595977B1 (fr) 1995-10-11
WO1993002914A1 (fr) 1993-02-18
DE4125432A1 (de) 1993-02-04
DE59204009D1 (de) 1995-11-16

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