DE3505992A1 - Marine propulsion - Google Patents

Marine propulsion

Info

Publication number
DE3505992A1
DE3505992A1 DE19853505992 DE3505992A DE3505992A1 DE 3505992 A1 DE3505992 A1 DE 3505992A1 DE 19853505992 DE19853505992 DE 19853505992 DE 3505992 A DE3505992 A DE 3505992A DE 3505992 A1 DE3505992 A1 DE 3505992A1
Authority
DE
Germany
Prior art keywords
clutch
ship
maximum permissible
friction clutch
switching work
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
DE19853505992
Other languages
German (de)
Other versions
DE3505992C2 (en
Inventor
Manfred Dr.-Ing. 8900 Augsburg Hirt
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.)
Renk GmbH
Original Assignee
Renk GmbH
Zahnraederfabrik Renk 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
Application filed by Renk GmbH, Zahnraederfabrik Renk AG filed Critical Renk GmbH
Priority to DE19853505992 priority Critical patent/DE3505992A1/en
Priority to SU853985462A priority patent/SU1471943A3/en
Priority to FI860647A priority patent/FI860647A/en
Publication of DE3505992A1 publication Critical patent/DE3505992A1/en
Application granted granted Critical
Publication of DE3505992C2 publication Critical patent/DE3505992C2/de
Granted 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
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/11—Application
    • F16D2500/1105—Marine applications
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30412—Torque of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30814—Torque of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50227—Control of clutch to control engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70406—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70426—Clutch slip

Abstract

It contains a friction clutch (4) in the drive line between marine engine (2) and marine propeller (8). A device (10) controls the clutch pressure as a function of a maximum permissible control power of the friction clutch (4) during its slip phase in such a way that the maximum permissible control power is not reached or is not reached before the end of the slip phase. Reduction of the engine speed below a certain minimum value during the closing of the clutch is prevented by the predetermined slip phase. At the same time, the clutch is prevented from being overloaded by overheating in the slip phase. <IMAGE>

Description

Schiffsantrieb Ship propulsion

Die Erfindung betrifft einen Schiffsantrieb mit einer Reibkupplung im Antriebsstrang zwischen Schiffsmotor und Schiffspropeller.The invention relates to a ship propulsion system with a friction clutch in the drive train between the ship's engine and ship's propeller.

Durch die Erfindung soll die Aufgabe gelöst werden, eine Überlastung der Reibkupplung durch zu hohe Schaltarbeit zu vermeiden. Gleichzeitig soll ermöglicht werden, ein Abwürgen oder zu starkes Herunterdrücken der Drehzahl des Schiffsmotors bei entsprechend hoher Belastung durch den Schiffspropeller zu verhindern, Diese Aufgabe wird gemäß der Erfindung durch eine den Kupplungsdruck in Abhängigkeit von einer maximal zulässigen Schaltarbeit der Reibkupplung während ihrer Rutschphase automatisch so steuernde oder regelnde Einrichtung gelöst, daß die maximal zulässige Schaltarbeit nicht oder nicht vor dem Ende der Rutschphase erreicht wird.The invention is intended to solve the problem, an overload of the friction clutch due to excessive switching work. At the same time, it should be made possible stalling or reducing the speed of the ship's engine too much in the event of a correspondingly high load from the ship's propeller, to prevent this The object is according to the invention by the clutch pressure as a function of a maximum permissible switching work of the friction clutch during its slipping phase automatically so controlling or regulating device solved that the maximum permissible Switching work is not achieved or not achieved before the end of the slip phase.

"Kupplungsdruck" ist der jeweilige Betätigungsdruck der Reibkupplung."Clutch pressure" is the respective actuation pressure of the friction clutch.

"Schaltarbeit" ist die während der Rutschphase in der Reibkupplung durch Reibung geleistete Arbeit."Switching work" is that during the slipping phase in the friction clutch work done by friction.

In besonderer Ausführung ist der Schiffsantrieb dadurch gekennzeichnet, daß die Einrichtung Elemente zur Erfassung der Eingangsdrehzahl und der Ausgangsdrehzahl der Schaltkupplung, des Drehmoments an der Schaltkupplung und der jeweiligen Rutschzeit der Schaltkupplung, sowie einen Rechner aufweist, der in Abhängigkeit von den gelieferten Werten dieser Elemente die jeweils während einer Rutschphase geleistete Schaltarbeit der Schaltkupplung berechnet und diese geleistete Schaltarbeit mit einem der maximal zulässigen Schaltarbeit entsprechenden Grenzwert vergleicht und in Abhängigkeit vom Vergleichsergebnis den Kupplungsdruck steuert oder regelt.In a special design, the marine propulsion system is characterized by that the device has elements for detecting the input speed and the output speed the clutch, the torque on the clutch and the respective slipping time the clutch, as well as a computer, which depends on the delivered Values of these elements are the switching work performed during a slip phase of the clutch and this work done with one of the maximum permissible switching work compares the corresponding limit value and depends on it controls or regulates the clutch pressure from the comparison result.

Vorzugsweise verwendet der Rechner mit zunehmender Rutschzeit sich ändernde Werte der maximal zulässigen Schaltarbeit für den Vergleich mit der jeweils geleisteten Schaltarbeit der Schaltkupplung, wobei die sich ändernden Werte im Rechner gespeichert sind.The computer preferably uses itself as the slip time increases changing values of the maximum permissible work done for comparison with the respective The switching work performed by the clutch, with the changing values in the computer are stored.

Eine besondere Ausführung des Schiffsantriebs besteht darin, daß die Einrichtung bei fallender Motordrehzahl den Kupplungsdruck der Reibkupplung so reduziert, daß ein Unterschreiten einer unteren Grenzdrehzahl des Motors verhindert wird.A special design of the ship propulsion is that the When the engine speed falls, the device reduces the clutch pressure of the friction clutch in such a way that that a falling below a lower limit speed of the engine is prevented.

"Reibkupplung' bedeutet somit eine schaltbare Reibkupplung, vorzugsweise eine schaltbare Lamellenkupplung.“Friction clutch” thus means a switchable friction clutch, preferably a switchable multi-plate clutch.

Eine Ausführungsform der Erfindung wird nachfolgend mit Bezug auf die Zeichnungen als Beispiel beschrieben. Darin zeigen Fig. 1 eine schematische Darstellung eines Schiffsantriebs nach der Erfindung, und Fig. 2 ein Diagramm zur Darstellung, wie sich der Wert der maximal zulässigen Schaltarbeit in Abhängigkeit von der Rutschzeit der Schaltkupplung ändert, und zur Darstellung der tatsächlich zu leistenden Schaltarbeit im Verhältnis zur maximal zulässigen Schaltarbeit.An embodiment of the invention is described below with reference to FIG the drawings are described as an example. 1 shows a schematic Representation of a ship propulsion system according to the invention, and FIG. 2 shows a diagram for Representation of how the value of the maximum permissible switching work depends from the slip time of the clutch changes, and to the representation of the actual Switching work to be performed in relation to the maximum permissible switching work.

Der Schiffsantrieb nach der Erfindung gemäß Fig. 1 beinhaltet einen Schiffsmotor 2, der über eine schaltbare Reibkupplung 4 und ein Schiffsgetriebe 6 einen Schiffspropeller 8 antreibt. Eine Einrichtung 10 erfaßt über einen Drehzahlfühler 12 die Eingangsdrehzahl und über einen Drehzahlfühler 14 die Ausgangsdrehzahl der Reibkupplung 4, sowie über einen auf der Primärseite der Reibkupplung 4 angebrachten Dehnungsmeßstreifen 16 das Drehmoment an dieser Reibkupplung 4. Der Meßwert des Drehzahlmessers 4 auf der Primärseite der Reibkupplung 4 liefert einen Drehzahlwert, welcher sowohl der Eingangsdrehzahl der Reibkupplung als auch der Drehzahl des Schiffsmotors 2 entspricht. In Abhängigkeit von den Werten der Elemente 12, 14 und 16 berechnet ein Rechner in der Einrichtung 10 die jeweils von der Reibkupplung 4 geleistete Schaltarbeit. Ferner ist im Rechner der Einrichtung 10 die maximal zulässige Schaltarbeit der Reibungskupplung 4 gespeichert. Der Rechner vergleicht die jeweils geleistete Schaltarbeit mit der maximal zulässigen Schaltarbeit und steuert oder regelt in Abhängigkeit hiervon über eine Ventilanordnung 18 den Schaltdruck der Reibkupplung 4, indem über die Ventilanordnung 18 die Druckflüssigkeitszufuhr von einer Druckflüssigkeitsquelle 20 zur Reibungskupplung 4 entsprechend gesteuert oder geregelt wird.The marine propulsion system according to the invention as shown in FIG. 1 includes a Ship engine 2, which has a switchable friction clutch 4 and a marine gear 6 drives a ship propeller 8. A device 10 detects via a speed sensor 12 the input speed and via a speed sensor 14 the output speed of the Friction clutch 4, as well as a mounted on the primary side of the friction clutch 4 Strain gauges 16 the torque on this friction clutch 4. The measured value of the Tachometer 4 on the primary side of the friction clutch 4 provides a speed value which is both the input speed of the friction clutch and the speed of the ship's engine 2 corresponds. Depending on the values of elements 12, 14 and 16, a computer in device 10 calculates each of the friction clutch 4 switching work performed. Furthermore, the maximum is in the computer of the device 10 permissible switching work of the friction clutch 4 is stored. The calculator compares the switching work performed with the maximum permissible switching work and controls or regulates the switching pressure as a function of this via a valve arrangement 18 the friction clutch 4 by the pressure fluid supply via the valve arrangement 18 controlled accordingly by a pressure fluid source 20 to the friction clutch 4 or is regulated.

In dem Diagramm in Fig. 2 ist auf der Horizontalen die Zeit t und auf der Vertikalen die Schaltarbeit A aufgetragen. Eine Kurve 22 zeigt die maximal zulässige Schaltarbeit der Reibungskupplung in Abhängigkeit von der Rutschzeit der Reibungskupplung. Daraus ist ersichtlich, daß die maximal zulässige Schaltarbeit der Schaltkupplung kein konstanter Wert ist, sondern von der gesamten Rutschzeit abhängig ist. Der Wert der maximal zulässigen Rutscharbeit darf nur am Ende der Rutschphase der Reibkupplung, jedoch nicht während der Rutschphase erreicht werden. Die Kurve 22 stellt also einen oberen Grenzwert für die Belastbarkeit der Reibungskupplung 4 dar. Ein unterer Grenzwert ist durch die Leistungsfähigkeit des Schiffsmotors gegeben.In the diagram in FIG. 2, the time t and is on the horizontal the switching work A is plotted on the vertical. A curve 22 shows the maximum permissible switching work of the friction clutch depending on the slipping time of the Friction clutch. This shows that the maximum permissible switching work the clutch is not a constant value, but of the total slip time is dependent. The value of the maximum permitted slip work may only be at the end of the Slipping phase of the friction clutch, but not reached during the slipping phase. The curve 22 thus represents an upper limit value for the load-bearing capacity of the friction clutch 4. A lower limit value is due to the performance of the ship's engine given.

Wenn die Leistungsfähigkeit des Schiffsmotors, z.B.If the performance of the ship's engine, e.g.

beim Anfahrvorgang, nicht ausreicht, den Schiffspropeller 8 in einem Zuge auf einen Drehzahlwert zu beschleunigen, der der Mindestdrehzahl des Schiffsmotors entspricht, dann wird durch die Einrichtung der Kupplungsdruck so gesteuert oder geregelt, daß die Drehzahl des Motors nicht unter einen zulässigen Mindestwert abfällt. In gleicher Weise wird ein Abfallen der Motordrehzahl unter einen zulässigen Mindestwert durch Steuern oder Regeln des Kupplungsdruckes verhindert, wenn der Widerstand am Schiffspropeller 8 zu hohe Werte annimmt, beispielsweise durch Eis bei Fahrten in eisigen Gewässern.During the start-up process, the ship's propeller 8 in one is not sufficient Train to accelerate to a speed value that is the minimum speed of the ship's engine corresponds, then the clutch pressure is controlled by the device or regulated that the speed of the motor does not fall below a permissible Minimum value falls off. In the same way, the engine speed will drop below an allowable one Minimum value prevented by controlling or regulating the clutch pressure if the Resistance at the ship's propeller 8 assumes too high values, for example due to ice when driving in icy waters.

- Leerseite -- blank page -

Claims (4)

Patentansprüche 1. Schiffsantrieb mit einer schaltbaren Reibkupplung im Antriebsstrang zwischen Schiffsmotor und Schiffspropeller, gekennzeichnet durch eine den Kupplungsdruck in Abhängigkeit von einer maximal zulässigen Schaltarbeit der Reibkupplung (4) während ihrer Rutschphase automatisch so steuernde oder regelnde Einrichtung (10), daß die maximal zulässige Schaltarbeit nicht, oder nicht vor dem Ende der Rutschphase, erreicht wird. Claims 1. Ship propulsion with a switchable friction clutch in the drive train between the ship's engine and ship's propeller, characterized by one the clutch pressure as a function of a maximum permissible switching work automatically controlling or regulating the friction clutch (4) during its slipping phase Device (10) that the maximum permissible switching work is not, or not before End of the slide phase is reached. 2. Schiffsantrieb nach Antrieb 1, d a dur c h g e k e n n z e i c h n e t, daß die Einrichtung (10) Elemente (12,14,16) zur Erfassung der Eingangsdrehzahl und der Ausgangsdrehzahl der Schaltkupplung (4), des Drehmoments an der Schaltkupplung, und der jeweiligen Rutschzeit der Schaltkupplung, sowie einen Rechner aufweist, der in Abhängigkeit von den gelieferten Werten dieser Elemente (12,14,16) die im Verlaufe einer Rutschphase geleistete Schaltarbeit der Schaltkupplung (4) berechnet und den Wert dieser geleisteten Schaltarbeit mit einem zulässigen, der maximal zulässigen Schaltarbeit entsprechenden Grenzwert vergleicht und in Abhängigkeit vom Vergleichsergebnis den Kupplungsdruck steuert oder regelt.2. Ship propulsion according to propulsion 1, d a g e k e n n e i c h n e t that the device (10) elements (12,14,16) for detecting the input speed and the output speed of the clutch (4), the torque on the clutch, and the respective slip time of the clutch, as well as a computer, depending on the delivered values of these elements (12,14,16) the im Go through a slide phase Work done by the clutch (4) and the value of this work done with a permissible, the maximum permissible switching work compares the corresponding limit value and depends on it controls or regulates the clutch pressure from the comparison result. 3. Schiff santrieb nach Anspruch 2, dadurch gekennzeichnet, daß der Rechner (in 10) mit zunehmender Rutschzeit sich ändernde Werte der maximal zulässigen Schaltarbeit für den Vergleich mit der angefallenen Schaltarbeit in der Reibkupplung (4) verwendet, und daß die sich ändernden Werte im Rechner gespeichert sind.3. Ship drive according to claim 2, characterized in that the Calculator (in 10) values of the maximum permissible values that change with increasing slip time Switching work for the comparison with the switching work incurred in the friction clutch (4) is used, and that the changing values are stored in the computer. 4. Schiff santrieb nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Einrichtung (10) bei fallender Drehzahl des Motors (2) den Kupplungsdruck so reduziert, daß ein Unterschreiten einer unteren Grenzdrehzahl des Motors verhindert wird.4. Ship drive according to one of claims 1 to 3, characterized in that that the device (10) decreases the clutch pressure when the speed of the engine (2) falls so reduced that the engine speed is prevented from falling below a lower limit will.
DE19853505992 1985-02-21 1985-02-21 Marine propulsion Granted DE3505992A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE19853505992 DE3505992A1 (en) 1985-02-21 1985-02-21 Marine propulsion
SU853985462A SU1471943A3 (en) 1985-02-21 1985-12-09 Method of controlling clutch operation
FI860647A FI860647A (en) 1985-02-21 1986-02-12 FARTYGSDRIVANORDNING.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19853505992 DE3505992A1 (en) 1985-02-21 1985-02-21 Marine propulsion

Publications (2)

Publication Number Publication Date
DE3505992A1 true DE3505992A1 (en) 1986-08-28
DE3505992C2 DE3505992C2 (en) 1990-05-23

Family

ID=6263132

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19853505992 Granted DE3505992A1 (en) 1985-02-21 1985-02-21 Marine propulsion

Country Status (3)

Country Link
DE (1) DE3505992A1 (en)
FI (1) FI860647A (en)
SU (1) SU1471943A3 (en)

Cited By (9)

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FR2593287A1 (en) * 1986-01-22 1987-07-24 Sachs Systemtechnik Gmbh Device for monitoring a friction clutch, more particularly on a motor vehicle
EP0722884A1 (en) * 1995-01-19 1996-07-24 S.E.M.T. Pielstick Device and method for controlling the speed of a ship
DE4021736C2 (en) * 1990-06-01 2000-05-25 Mannesmann Sachs Ag Device for measuring the temperature of moving parts
WO2001072586A1 (en) * 2000-03-27 2001-10-04 Reintjes Gmbh Marine gear and a method for preventing a drop in motor speed when engaging a multi-plate clutch
US6761600B2 (en) 2000-03-27 2004-07-13 Reintjes Gmbh Marine gear and a method for preventing a drop in motor speed when engaging a multi-plate clutch
DE102007003867A1 (en) * 2007-01-25 2008-07-31 Prüftechnik Dieter Busch AG Method and apparatus for monitoring a powertrain having a highly flexible coupling
EP2128016A3 (en) * 2008-05-27 2011-03-30 Robert Bosch GmbH Control device and method for influencing the motor revolution speed and the slippage of a coupling of a ship drive
DE102013204666A1 (en) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Method for performing a gearshift
DE102013204667A1 (en) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Method for carrying out a reversing circuit

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DE4019687C3 (en) * 1990-06-18 1998-06-10 Mannesmann Ag Ship propulsion with trolling facility
DE10119344A1 (en) * 2001-04-20 2002-10-31 Zahnradfabrik Friedrichshafen Drive arrangement e.g. for racing boat, includes detection device for flight-state of boat as a result of wave-action

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DE2501391A1 (en) * 1975-01-15 1976-07-22 Niigata Eng Co Tug propulsion systems, of Z-type - modified to improve manoeuvring characteristics and efficiency at low speed uses slipping clutch
DE2652385A1 (en) * 1976-11-15 1978-05-18 Mannesmann Ag PROCEDURE FOR OPERATING A MARINE DRIVE SYSTEM WITH A DIESEL ENGINE
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Cited By (12)

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Publication number Priority date Publication date Assignee Title
FR2593287A1 (en) * 1986-01-22 1987-07-24 Sachs Systemtechnik Gmbh Device for monitoring a friction clutch, more particularly on a motor vehicle
DE4021736C2 (en) * 1990-06-01 2000-05-25 Mannesmann Sachs Ag Device for measuring the temperature of moving parts
EP0722884A1 (en) * 1995-01-19 1996-07-24 S.E.M.T. Pielstick Device and method for controlling the speed of a ship
FR2729637A1 (en) * 1995-01-19 1996-07-26 Semt Pielstick DEVICE AND METHOD FOR ADJUSTING THE SPEED OF A VESSEL
US5618211A (en) * 1995-01-19 1997-04-08 S.E.M.I. Pielstick Apparatus for and a method of controlling the speed of a ship
CN1065828C (en) * 1995-01-19 2001-05-16 塞姆特·彼尔斯蒂克有限公司 Apparatus for method of controlling speed of ship
WO2001072586A1 (en) * 2000-03-27 2001-10-04 Reintjes Gmbh Marine gear and a method for preventing a drop in motor speed when engaging a multi-plate clutch
US6761600B2 (en) 2000-03-27 2004-07-13 Reintjes Gmbh Marine gear and a method for preventing a drop in motor speed when engaging a multi-plate clutch
DE102007003867A1 (en) * 2007-01-25 2008-07-31 Prüftechnik Dieter Busch AG Method and apparatus for monitoring a powertrain having a highly flexible coupling
EP2128016A3 (en) * 2008-05-27 2011-03-30 Robert Bosch GmbH Control device and method for influencing the motor revolution speed and the slippage of a coupling of a ship drive
DE102013204666A1 (en) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Method for performing a gearshift
DE102013204667A1 (en) * 2013-03-18 2014-09-18 Zf Friedrichshafen Ag Method for carrying out a reversing circuit

Also Published As

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FI860647A (en) 1986-08-22
FI860647A0 (en) 1986-02-12
DE3505992C2 (en) 1990-05-23
SU1471943A3 (en) 1989-04-07

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