DE4112192A1 - Control system for operating ship drive - controls revs of each engine or slip of clutch for coupling drive to propeller shaft - Google Patents

Abstract

The control system uses control and sensor devices (53,54) for the revs of at least one ship's engine (3) and the slip ratio of the regulated clutches (67,69) for forwards and reverse drive of the propeller shaft (7). The propeller shaft rotation direction and rotation rate is selected via a control lever coupled to an electronic control unit (21), providing corresponding signals for the operation parameters of the engine(s) (3) and/or the transmission (4). Pref. a series of control stations (9,10,11) are coupled to a data bus (20) coupled to the electronic control unit (21), the latter incorporating an electronically-programmable read-only memory containing characteristic operating parameters for the engine(s) (3) and the transmission (4). ADVANTAGE - Simple operation and reduced complexity.

Description

The invention relates generally to Control system for operating a drive system Ship. This has at least one, preferably but about two engines.

Every motor in the drive system is driven by a gearbox adjustable clutches for forward and reverse travel one Propeller shaft on. A certain speed of the Propeller shaft can either be brought about by that the engine speed or degree of slip is one of the Couplings is varied. To choose the direction of travel and The ship's speed is at least one Control station (main station), however, are preferred several control stations (main and secondary control stations) available. The control stations are on the ship in the Distributed in such a way that from several existing Control consoles are the most suitable as authorized to drive can be selected.

To the speed of the engine or that of the propeller shaft too influence, control and sensor means are available. This can be electromagnetic, for example actuable proportional valves (control means) and for example optically acting speed sensors Act (sensor means).

The prior art is a control system for Operating a drive system as known (Sturdy Marine Division publication, "Marine Digital Control System ", September 21, 1988). It is a drive system with a port and starboard engine, each one Gearbox with a port and starboard side Propeller shaft are in driving connection. Everyone  Drive group are three control devices (control means) for throttle servo, for Gear shift of the transmission (gear shift servo) and for Actuation of a control valve of a clutch (trolling valve servo) assigned. The tax resources listed are above an electrical line connection to an electronic Control unit (CPU) connected. Another electrical Connection exists between the control stations and the Control unit.

With the known control system, the drive system a ship operated in such a way that from two possible operating modes, an operating mode is selected. In a first operating mode, one of the clutches (Forward or backward travel) completely closed. The Travel speed is varied by Engine speeds brought about. Another one Operation mode maintains an engine speed while the speed of the ship through the degree of slip of the clutches is determined (trolling). Adjustable Slip clutches for propelling a ship for forward and reverse travel are from DE-OS 21 20 639 known.

In another known control system for operation a drive system is a mode selector provided, in which a certain operating mode is preselected can be. Depending on which operating mode is selected the control lever of the control station becomes a certain one Assigned function. When preselecting the travel mode (cruise control) is the clutch for forward travel closed. With the control lever the engine speed varies at a certain cruising speed adjust. When using the mode dial Slow travel mode (troll mode) is selected changes the function assigned to the control lever. As long as this  Mode is selected, the engine is operated with a specific constant speed operated. The Travel speed is controlled via the control lever in the manner varies that the degree of slip of the respective clutch of the Gearbox is chosen more or less large. On the The degree of slip of the clutch is thus the rotational speed the propeller shaft varies. The well-known tax system has control electronics to which an input and Output unit, a display unit and control and Sensor means are connected (see publication of Company Twin Disc "Twin Disc Power Commander", imprint: 319MEC 5M-1-88).

DE 39 07 841 A1 finally shows one Control device for a ship jacking system, the in principle corresponds to that described above. The control electronics consist of a main Communication control device and an auxiliary Communication control device. The control of the port side propulsion system is done via the Main control unit while the starboard side Drive system is monitored by the auxiliary control unit. For this purpose, the control levers on the port side are the Control stations (main and secondary control station) to the Main control unit connected while the starboard control levers of the control stations (main and auxiliary control stations) each have an electrical one Have connection to the auxiliary control unit. In addition is the main communication control unit over Line connections with the auxiliary communication control device connected. The control and sensor means are each for separate from the main control unit (port side) and the auxiliary control unit (starboard side) connected. Each Control stick is a mode selector and one Display unit assigned.  

The known control systems that operate one Drive system using control electronics allow have the advantage of precise regulation certain setpoints (e.g. engine speed and Propeller shaft speed) is possible. Despite the effort electronic components, on the other hand, is only conditional managed to operate these systems for the user too facilitate. There are two for connecting a control station Connection lines required, which when using for example a total of six control stations Need for at least twelve line connections means. There are also additional line connections for the Connection of the control units to each other and the connection other functions (alarm, command keys for the Station handover or takeover). It should also be noted that the failure of the electronics does not always lead to failure leads both drive systems.

The known control systems in which a certain Operating mode must be selected, set for one error-free operation a certain degree of technical Understanding ahead. Such technical understanding is on the one hand not always in on the part of the operator desired dimensions available and finally on the other hand still necessary for further demands and Special features when handling such a drive system of being considerate of a ship. From the The reasons mentioned above are incorrect operation of the known control systems are not excluded. This closes with that the drive system is not always operated in this way will, as is required and given given technical requirements would also be possible.

The present invention is based on the object a control system for operating a drive system Ship of the type mentioned in the way to improve that the technical, electrical and  electronic effort is kept smaller that the Operation facilitates and the economic efficiency of the system is enlarged overall.

The object on which the invention is based is achieved in that the propeller shaft speed and direction of rotation can first be set with the control lever. Since only the propeller shaft speed (with one direction of rotation) is set with the control lever, the operation of the control system is simplified in such a way that incorrect operation is impossible. The propeller shaft speed and direction of rotation is controlled by the control electronics - regardless of the operator - in such a way that certain operating parameters of the engine and / or the transmission are maintained. The operating parameters of the engine are primarily the speed, the fuel consumption, the measurable flue gas emissions, such as the NO _x content, or the soot concentration of the exhaust gases. The operating parameters of the gear unit to be observed are primarily the measured values from which the power loss of the gear unit can be determined. Depending on the operating parameters to be observed, the control electronics define an operating state in which the operating parameters of the engine and / or the gearbox are the closest to the predetermined values (resulting from characteristic curves or characteristic maps). In the event of a possible operating state, the propeller shaft speed and direction of rotation is brought about by changing the motor speed when the clutch is closed. In a further operating state, the propeller shaft speed and direction of rotation are brought about at a predetermined engine speed by changing the degree of slip of the clutch. The change between the individual operating states takes place automatically - completely unnoticed by the operator. The control system according to the invention allows optimal operation of a drive system taking various aspects into account. For example, it is possible to operate the drive system in a fuel-efficient manner at certain engine speeds. At speeds at which, for example, the fuel consumption of the engine does not play a decisive role, the drive system can be operated so that the power loss of the transmission is particularly low. If, for example, there is a risk of the engine stalling during operation or of exhaust gases with a high proportion of soot particles being released into the environment, the control electronics change from the current operating mode, increase the engine speed and regulate the propeller shaft speed by opening and slipping -Letting the clutch. In other cases, a reverse approach may make more sense. Driving comfort is further increased by a further measure: the transition area of the clutch from its slipping state to its completely closed state, in which the clutch tends to rattle (slip stick), is excluded according to an advantageous feature in that the clutch in this Transition area remains open with a constant degree of slip and increased engine speeds.

In a particularly advantageous embodiment of the Invention are several control stations on a data bus connected, which is connected to the control electronics. The control stations are located one below the other and with the Control electronics through the proposed use of a Bus systems and thus via a single line in communicating connection. To this single line in principle any number of control stations be connected. It can be seen that the required hardware expenditure reduced to a minimum is. By transferring data via the data bus all information at any time at any control station available.  

According to a further advantageous feature of the invention the control electronics consist of an electronic one Control unit to which the control stations are connected via the data bus and the control and sensor means via connecting lines are connected. Except for an electrical one Line connecting the electronic control unit to the vehicle electrical system connects, there are only three to the control unit Connection lines connected. This leads to one simple, clearly structured and very clear structure with a comparatively low technical effort. The Use of a single electronic control unit brings the advantage that comes with a failure of the electronics it is ensured that the entire drive system - at least with the help of electronics - no longer controllable is. Emergency control becomes what is elsewhere a mechanical control system is used, in which at least one control lever of the main station via mechanical connection cable with the motor and the gearbox connected (mechanical back-up system).

The control unit advantageously contains one programmable memory for storing characteristic Operating parameters for the operation of the engine and / or the Gearbox. With these operating parameters it can be for example, around engine and engine speed limits Gearbox to reduce consumption values of the engine, exhaust Emission values, pressure values (filter pressure, clutch pressure, Lubricating oil pressure) etc. Because of the programmability of the memory, the values can be varied, what the Matching the drive system to different engine and transmission types or with regard to other Specifications much easier. In another Design of the subject matter of the invention is proposed that within the available swivel range the control lever two ranges of propeller shaft speeds can be made available. It is beneficial  choose the first area so that it is smaller than the entire range of possible propeller shaft speeds is. The the second range extends to the maximum possible Propeller shaft speed. With the proposed measure there is a spreading of the travel path leading to Adjustment of certain propeller shaft speeds by the Control lever is available. When using more common Control levers that, starting from a neutral position, in Bow and stern can be swiveled by approx. 70 °, is determined in certain with the proposed measure Speed ranges achieved a higher resolution.

Each of the control stations has an input and Output unit with command keys. There is also a display panel to which dialing keys are assigned. With one each A specific function can be requested using the dial button.

It is particularly advantageous to use a numeric Display field to use as this is the representation of a enables a large number of values. A special one A clear display is obtained when the dial keys are designed as illuminated buttons. By lighting one actuated dial button sets itself an optical Assignment to the operating value shown in the display field a. The operator is therefore always safe the type and size of the displayed value.

In order to further increase the clarity, it is advantageous to assign illuminated buttons to the display panel. The Illuminated buttons indicate whether the displayed ones are Operating values by values of the engine or the transmission acts. A light button may be illegal to display Deviations from operating values are provided (Alarm function), with the current Luminous combination size and location are defined.  

In a further embodiment of a control system for operating a propulsion system of a ship suggested that the position of the control lever at a possible operating mode (docking) up to a preselected one Propeller shaft speed without affecting the Propeller shaft speed is. This operating mode is by Require a dedicated command key on the and output unit set. It is particularly useful during the operation one of the Display engine speed proportional speed. The Propeller shaft speed is controlled by the control electronics the control and sensor means to a predeterminable value adhered to. This happens depending on at least a characteristic of the engine, with a clutch constantly remains closed or its degree of slip is regulated.

Because the engine speed during this mode is displayed, it is particularly advantageous that the Control electronics at propeller shaft speeds the - below Taking into account the gear ratio - below the usual engine idle speed, one of the respective Propeller shaft speed corresponding motor speed calculated. This calculated engine speed or the Propeller shaft speed is then shown in the display panel.

In a further advantageous embodiment of the Subject of the invention, an operating state is adjustable, which is used to warm up the engine. This operating state is activated by pressing a command key Output unit selected. The prerequisite is that the Control lever is in neutral position. During this The transmission remains in neutral position. The engine speed can be changed using the control lever will.  

While maintaining the proposed according to the invention The proposed principle can be a control principle Control system completed by another function are selected, preferably a handover or Assumption of the function of the starboard control lever on the port control lever through the Control electronics is made. The result is then Control of the drive system exclusively via the Port control lever possible. The handover or Takeover occurs when the starboard control lever reaches or transfers the position corresponding to the position of the port control lever.

The proposed control system for operating a Drive system works with a data bus and at least an electronic control unit. In the event of total failure of the Electronics, which in this case is advantageous in itself, the entire drive system can no longer be controlled. So can Incorrect operations or misinterpretations or functions excluded, which may then occur could, if the electronics would only partially fail. To be prepared for such an emergency situation, points at least the control station that normally is authorized to drive, a control lever that over Cable pulls with the control means of the engine (throttle valve) and the transmission (clutches for forward and Reverse drive).

Other features essential to the invention as well the resulting advantages are as follows Description of an embodiment of the invention remove. It shows

Figure 1 shows the basic structure of a control system for operating a propulsion system of a ship in a highly simplified, schematic representation.

Fig. 2 shows an input and output unit of a control station in a highly simplified, schematic plan view and

Fig. 3 shows the arrangement of FIG. 1 with control and sensor means.

General arrangement

From FIG. 1, the basic structure of a control system for operating a drive installation of a ship can be seen. In the exemplary embodiment shown, the ship propulsion system is composed of a starboard-side propulsion system 1 , which is summarized overall by the dash-dotted line, and a port-side propulsion system 2 (also combined with dash-dotted lines). Each of the drive systems 1 and 2 is constructed as follows: An engine 3 , for example a diesel engine, is drivingly connected to a transmission 4 . The transmission 4 can be flanged directly to the motor 3 or the drive can take place, as in the present case, via an intermediate shaft 5 . A transmission output shaft 6 is rotatably connected to a propeller shaft 7 , which drives a propeller 8 .

Since the building blocks of the port-side propulsion system 2 basically match those of the starboard-side propulsion system 1 , the same components are provided with the same reference numbers.

The control system has a number of control stations, of which a main control station 9 and two secondary control stations 10 and 11 are depicted and highlighted by dash-dotted lines.

In principle, each of the control stations 9 , 10 and 11 consists of a console 12 with a control lever 13 on the starboard side and a control lever 14 on the port side, based on the direction of travel of the ship.

The console 12 is connected to an input and output unit 16 via a connecting line 15 .

At least the main control station 9 has an input arrangement 17 which is connected via a cable 18 . Although the secondary control stations 10 and 11 do not have such an input arrangement 17 , it would in principle be readily possible to equip them with such a device.

Since the control stations 9 , 10 and 11 are basically constructed in the same way, matching components are identified with the same reference numbers.

The main control station 9 and the secondary control stations 10 and 11 as well as additional control stations (not shown), if required, are each connected to a common data bus 20 via a connecting line 19 . The connecting lines 19 are omitted if the data bus 20 is routed (looped in) directly through the control stations 9 , 10 and 11 . The data bus establishes the (only) connection between control stations 9 , 10 and 11 to control electronics 21 . In the exemplary embodiment shown, the control electronics 21 are assembled from an electronic control unit 22 and a programmable memory 23 (EEPROM). The programmable memory 23 serves to store characteristic operating parameters for the operation of the engine 3 and / or the transmission 4 . Connecting lines 24 and 25 lead from the control electronics 21 to the drive system 1 or 2 (the purpose of the connecting lines 24 and 25 is explained in more detail below).

To the control electronics 21, a line 26 that connects the control electronics 21 to the electrical system 27 performs.

Console with control levers

The starboard control lever 13 and the port control lever 14 can be pivoted from the neutral position shown, in which they are approximately vertically directed, to the front towards the bow (ahead) or towards the stern (aster) of the ship. The starboard control lever 13 is assigned to the starboard propulsion system 1 and the port control lever 14 is assigned to the port propulsion system 2 . With the control levers 13 and 14 , the operator sets a propeller shaft speed and direction of rotation of the starboard or port-side propeller shaft 7 . By pivoting the starboard control lever 13 forward, the starboard propulsion system 1 is operated such that the propeller shaft 7 is driven in the forward direction and at a speed which is dependent on the pivoting position of the control lever 13 . The same applies analogously to the reverse direction.

If the port-side control lever 14 is pivoted forward, the port-side propulsion system 2 is operated so that its propeller shaft 7 is driven in the forward direction and at a speed which is dependent on the swivel path of the control lever 14 . The same applies analogously to the reverse direction.

However, it is possible to operate both propulsion systems 1 and 2 synchronously by exclusively actuating the port or starboard control lever 14 or 13 . The function of the starboard control lever 13 is transferred to the port control lever 14 or taken over by the latter (synchronous operation).

For the sake of completeness, it should be mentioned that the main control station 9 is normally authorized to drive. The control station 9 or 10 or 11 whose control levers 13 and 14 specify the propeller shaft speeds is considered to be authorized to drive. The travel authorization, which normally lies with the main control station 9 , can be transferred to one of the secondary control stations 10 or 11 and vice versa (station transfer). The conditions under which this is possible are explained below.

In an operating mode that is selected when the ship is moored (docking), the position of the control levers 13 and 14 has no influence on the speed of the propeller shafts 7, at least up to a preselected propeller shaft speed. In this operating mode, the propeller shaft speed is kept at a predeterminable minimum value by the control electronics 21 as a function of at least one characteristic value of the motor, which is preferably the motor speed.

In a further operating state, which serves to warm up the motors 3 , the gears 4 remain switched to the neutral position. The engine speeds are changed via the control levers 13 and 14 .

Input and output unit

As already mentioned, an input and output unit 16 is an essential component of a control station. This applies both to the main control station 9 and to the secondary control stations 10 , 11 or further secondary control stations (not shown).

Of Fig. 2 are shown details of the embodiment of an input and output unit 16. The connecting lines 15 and 19 and the cable 18 are connected to the input and output unit 16 .

The input and output unit 16 has a number of command keys 28 , 29 , 30 , 31 , 32 , 33 and 34 . It is expedient to design the command keys 28 to 34 as illuminated keys since the switched function is optically assigned to the operator of the current display by an illuminated key.

Command key 28

This command key defines the driving authorization of a control station. Pressing the command key 28 signals that the drive authorization (which is normally located at the main control station 9 ) is to be transferred or taken over. When the command key 28 of a (still) authorized station is actuated, this key, which is designed as a light key, begins to flash. At the remaining stations not authorized to drive, the command keys 28 and the keys 29 or 30 or 31 or 32 start to flash. This indicates that a station can take over and the ship's state of travel. If the command is now to be taken over at a control station, the key 28 must be pressed. The flashing light of the illuminated button 28 changes to permanent light and the current speeds are displayed. The control levers 13 and 14 must then be transferred to a position which corresponds to the position of the control levers 13 and 14 of the station which was previously authorized to drive. Acceptance of the travel authorization is only acknowledged if this requirement is met. This is done in such a way that the button that shows the vessel's driving status is constantly lit, while the analog buttons on the other control stations go out.

Command key 29

As already mentioned at the outset, each of the control levers 13 and 14 has only a limited swivel angle in the forward direction or reverse direction available for selecting the speed of the propeller shaft 7 . However, this means that the sensitivity with which setting operations can be carried out is not always sufficiently high, as is desired per se. By pressing the command key 29 , a certain range can be selected from the range of possible propeller shaft speeds from zero revolutions per minute to a maximum revolution per minute. This particular range of possible propeller shaft speeds is smaller than the entire range of possible propeller shaft speeds. Assuming, for example, that the range of possible propeller shaft speeds ranges from zero revolutions per minute to 6000 revolutions per minute, a speed range from zero revolutions per minute to 2000 revolutions per minute can be selected by pressing the command key 29 . For this speed range, the entire swivel path of the control levers 13 and 14 is then available for setting purposes. For practical needs, it may be sufficient to select only one speed range when driving forward. However, it is also possible to provide the measure described for the reverse driving range. In other words, by pressing the command key 29 , the lower speed range is spread out, so to speak, in order to increase the setting sensitivity. However, the same goal can also be achieved in a purely mechanical way. For example, a mechanical translation of the actuating movement and, associated with this, the generation of an electrical output signal would be possible in such a way that a relatively larger actuating path is required in the lower speed range and a relatively small actuating path in the upper speed range in order to bring about equal speed changes.

Command key 30

By actuating the command key 30 , the entire range of possible propeller shaft speeds is assigned to the swivel path of the control levers 13 and 14 . The ranges of possible propeller shaft speeds can also be coordinated so that the command key 29 is assigned a lower and the command key 30 the - subsequent - upper speed range.

Command key 31

Preferably, the function of the starboard control lever 13 can be transferred to the port control lever 14 by the control electronics, so that the control of the propulsion systems 1 and 2 takes place exclusively via the port control lever 14 (synchronous operation). This function is selected by pressing the command key 31 . This button then flashes. The handover is performed automatically when the starboard control lever reaches or passes the position that corresponds to the position of the port control lever. The flashing light then changes to steady light. To exit this operating mode, the command key 31 must be pressed again and both control levers 13 , 14 must be brought into the neutral position. By moving the control levers to the neutral position, surprising or dangerous operating states are excluded.

Command key 32

With the command key 32 an operating mode "Docking" of the drive system can be selected. In this operating mode, the position of the control levers 13 and / or 14 is at least up to a preselected propeller shaft speed without influencing the speed of the propeller shaft 7 . The speed of both propeller shafts is regulated by the control electronics 21 to a predeterminable value.

Command key 33

With the command key 33 , the predeterminable value of the propeller shaft speed (compare what was said above) can be reduced.

Command key 34

By pressing the command key 34 , the predeterminable value of the propeller shaft speed can be increased.

When the command key 32 is pressed, a speed analogous to the engine speed is always shown in the display field. If the propeller shaft speed falls below the usual engine idling speed - taking into account the gear ratio - the control electronics calculate a corresponding, theoretical engine speed and display this in the display panel.

The operating mode "docking" is left in the neutral position of the control levers 13 , 14 by pressing another command key 29 or 30 or 31 . Here, the last set propeller shaft speed is stored in the memory 23 and automatically set again when this operating mode is called up again.

Warming up the engine

As already explained, at least the main control station 9 has an input arrangement 17 . A further command key 35 is provided here, with which an operating state can be controlled which serves to warm up both motors 3 . If this command key 35 is pressed, the control electronics 21 ensures that the transmission 4 remain switched to the neutral position. The engine speed can be changed using the control levers 13 and 14 . This operating state is exited when one of the remaining command keys 28 to 34 of the input and output unit 16 is actuated, the control levers 13 and 14 having to be in the neutral position.

Display functions

Each input and output unit 16 has numerical display fields 36 and 37 . The display panel 36 is assigned to the port-side propulsion system 2 and the display panel 37 to the starboard-side propulsion system 1 . They are preferably LCD displays. Dial keys 38 , 39 , 40 and 41 and 42 , 43 , 44 and 45 are grouped around display fields 36 and 37 . On the lower long side of the display panel 37 there are two further selection buttons 46 and 47 . All dial buttons 38 to 47 are designed as illuminated buttons.

A light button 48 connects to the upper long side of the display panel 37 . This button lights up when there are impermissible deviations in certain operating parameters of the motors 3 and / or the gearbox 4 (alarm function). This button is used to acknowledge the alarm or to advance the display if several alarms are pending at the same time.

Since the arrangement of the dialing keys, which are assigned to the display field 36 , is carried out in an analogous manner, these dialing keys are provided with the same reference numbers. The selector keys are assigned the following operating parameters, which relate to the starboard propulsion system 1 :

• - Select button 38 : revolution of the motor 3 per minute;
• - Select button 39 : engine cooling water temperature in ° C or ° F;
• - Selection button 40 : lubricating oil pressure of engine 3 in bar or psi;
• - Dial button 41 : charging voltage in volts.
  • When the dial key 46 lights up, it is signaled that the value displayed in the display field 37 is a characteristic value of the motor.
• - Selection button 42 : speed of the propeller shaft 7 per minute;
• - Select button 43 : temperature of gear 4 in ° C or ° F;
• - Select button 44 : clutch pressure in bar or psi and
• - Select button 45 : filter pressure in bar or psi.
  • When the dial key 47 lights up, it is visually indicated that the values displayed in the display field 37 are characteristic values of the transmission.

The assignment of the selection buttons 38 to 47 described above and the function of the light field 48 also apply to the port-side propulsion system 2 .

The function of the dial keys 38 to 47 in interaction with the display fields 36 and 37 will be explained using two examples:
If, for example, the charging voltage of the port-side propulsion system 2 is to be queried, the selection key 41 assigned to the display field 36 is pressed. This button lights up. The level of the charging voltage is shown numerically in the display field. Since it is a characteristic value of the engine, the selection key 46 assigned to the display field 36 also lights up.

If, for example, the speed of the propeller shaft 7 on the starboard side is to be displayed, the selection key 42 assigned to the display field 37 is actuated. The button starts to light up and the number of revolutions per minute is shown numerically on the display. Since it is a characteristic value of the transmission, the dial button 47 also lights up.

The input and output unit 16 is also equipped with a horn 49 with which an acoustic alarm can be given.

Input arrangement

In addition to the command key 35 already mentioned, the input arrangement has further illuminated keys 50 , 51 and 52 . Their functions are as follows:

Illuminated button 50

The control electronics make certain status data available. This status data can be displayed in the display fields 36 and 37 . The display of the status data is selected by pressing the light button 50 and the light buttons 46 or 47 . A specific code number can be set using the command keys 33 and 34 .

Illuminated button 51

By pressing the illuminated button 51 , the status data that was set via the above-described selection of the code number are displayed or the set parameter values are programmed.

Setting / programming

The control electronics are set or programmed by pressing the illuminated button 50 . A specific code number is set in display field 36 or 37 using keys 33 and 34 and acknowledged by pressing illuminated key 51 . The control electronics 21 is now in the programming mode and no longer allows driving. The operating parameters or setting values are entered in programming mode in the manner described. Each operating parameter is assigned its own code number (identifier).

However, it is alternatively also possible to pre-program the programmable memory 23 - depending on the system design - with certain operating parameters and to equip the control electronics 21 in this way depending on the type.

Control and sensor means

The diagram of the control system for operating the propulsion systems 1 and 2 shown in FIG. 3 essentially corresponds to that according to FIG. 1. The existing control and sensor means of the starboard propulsion system 1 will now be explained on the basis of this diagram. Since the control and sensor means for the port-side propulsion system 2 are designed to match, the same reference numbers are used for corresponding components.

The control stations 9 , 10 and 11 are connected to the data bus 20 via the connecting lines 19 . The data bus is connected to the control electronics 21 . Connecting lines 24 and 25 lead from the control electronics 21 to the drive system 1 and to the drive system 2 . To be more precise, the connecting line 24 leads to control and sensor means 53 (summarized by the dash-dotted outline) of the motor 3 and to control and sensor means 54 (also summarized by the dash-dotted outline) of the transmission 4 .

The control and sensor means 53 of the motor 3 are composed as follows:
A connecting line 55 leads from the connecting line 24 to a temperature sensor 56 , which monitors the temperature of the cooling water, to a pressure sensor 57 for measuring the lubricating oil pressure, and to a converter 58 , which converts digital input signals into analog electrical output signals. The converter 58 is connected to an actuator 59 of the motor 3 . The actuator 59 serves to adjust the component which is provided for the fuel supply to the engine 3 . This can be, for example, a throttle valve or the delivery regulator of an injection pump of a diesel engine.

The speed of the engine 3 is detected with the aid of a speed sensor 60 .

The design of the sensors used is not restricted to a specific type. The speed sensor 60 can act, for example, optically, magnetically or inductively.

With the control and sensor means of the motor 3 , consisting of the temperature sensor 56 , the pressure sensor 57 , the converter 58 and actuator 59 and the speed sensor 60 , characteristic operating parameters of the motor can be detected or changed. The position of the throttle valve or the flow regulator of the injection pump of a diesel engine, in conjunction with the speed of the engine, is a measure of the fuel consumption. The remaining values allow further conclusions to be drawn about the system status. The recorded characteristic operating parameters are continuously communicated to the control electronics 21 .

The control and sensor means of the transmission 4 are constructed as follows:
A temperature sensor 61 measures the temperature of the transmission (by measuring the temperature of the oil fill). A pressure sensor 62 is used to detect the clutch pressure. Another pressure sensor 63 detects the filter pressure. A converter 64 interacts with a clutch pressure regulator 65 . The converter 64 converts digital signals into analog electrical output signals. In this way, the clutch pressure actuator 65 is adjusted so that the clutch pressure can be varied. The consequence of this is a different degree of slippage of the oil-hydraulically actuatable clutches for the forward and reverse travel. A converter 66 is assigned to a clutch 67 for forward travel. As already mentioned, the clutch 67 is constructed as a multi-plate clutch and can be actuated oil-hydraulically. The clutch can be open or fully closed. Due to the controllability of the clutch pressure, the degree of slippage can be varied as desired, so that, for example, the speed of the propeller shaft 7 can fall far below the engine speed - also taking into account the transmission ratio of the transmission 4 .

A converter 68 is used to actuate a clutch 69 for reverse travel. The control and sensor means of the transmission 4 are completed by a speed sensor 70 with which the speed of the propeller shaft 7 is detected. Regarding the sensors used, moreover, the fact that they are not limited to a specific type. The person skilled in the art can select suitable sensors from the large number of possible types.

With the control and sensor means 54 of the transmission 4 , consisting of the temperature sensor 61 , the pressure sensors 62 and 63 , the converter 64 and clutch pressure actuator 65 , the converter 66 and the clutch 67 for forward travel, the converter 68 and the clutch 69 for the Reverse travel and the speed sensor 70 for detecting the speed of the propeller shaft 7 , characteristic operating parameters of the transmission 4 can be detected or changed. These characteristic operating parameters include, for example, the input and output speed of the transmission, the power loss of the transmission and the level of the clutch pressure. Important conclusions regarding the system state of the transmission 4 can be drawn from the characteristic operating parameters. The recorded operating parameters are continuously communicated to the control electronics 21 .

The characteristic operating parameters of the motor 3 and the transmission 4 communicated to the control electronics 21 are processed by the latter in accordance with predetermined laws. The operating parameters of the motor 3 and the transmission 4 can be linked to one another in order to be able to draw conclusions about the system state of the drive systems 1 and 2 .

Emergency control

The control system described for operating the propulsion systems 1 and 2 is equipped with an emergency control in order to be able to control the ship to a limited extent if the electronics fail. For this purpose, there is at least one control lever for each drive system 1 and 2 , which is connected to the actuator 59 of the motor 3 , the clutch pressure actuator 65 and the clutches 67 and 69 of the transmission 4 via cable pulls 71 , which are shown in broken lines in FIG. 3 . This precaution ensures that the ship is not unable to maneuver even in emergency situations.

function

With the control levers 13 and 14 , the operator adjusts the speeds of the propeller shafts 7 . The set speed is regulated in a special way by the control electronics 21 :
The control electronics 21 freely define an operating state as a function of the operating parameters of the motors 3 and the gearbox 4 that are to be observed, which are based on predetermined control strategies, that is to say without influencing on the part of the operator. This can either correspond to an operating state in which the speed of the propeller shaft 7 is brought about by changing the speed of the motor 3 when the clutch 67 or 69 is closed. However, the control electronics 21 can also bring about an operating state in which the speed of the propeller shaft 7 is brought about at a predetermined speed of the motor 3 by changing the degree of slip of the clutch 67 or 69 . The control electronics 21 selects and determines the operating state in which the drive systems 1 and 2 are in a system state which comes as close as possible to the predetermined characteristic operating parameters of the engine 3 and / or the transmission 4 or is congruent with these. In addition to the operating states mentioned, a transition area plays a role, which is characterized by the operating behavior of the clutch 67 or 69 . In this transition area, the coupling ( 67 or 69 ) is in the zone between a slipping and a closed state. Under these circumstances, the clutch tends to rattle (slip-stick), which is noticeable in addition to the jerky opening and closing, especially by hammering noises. In order to exclude this undesirable behavior, it can be advantageous to leave the clutches 67 and 69 open in this transition region with a constant degree of slip and to increase the engine speed. As soon as the propeller shaft has reached a speed which is above a minimum engine speed and at which rattling of the clutch 67 or 69 is ruled out, it can be "switched through", ie the clutch can be closed. This task can easily be taken over by the control electronics 21 . The control system explained ensures extremely simple operation. In the normal case, this operation is limited to the pivoting of both control levers 13 and 14 . Despite this extremely simple operation and the resulting convenience, operation of the propulsion systems 1 and 2 is possible which meets every technical and economic requirement that can be placed on such a ship propulsion system. The drive systems 1 and 2 can be operated properly and economically and in an environmentally friendly manner under all circumstances with regard to the intended application. It is also of great advantage that the effort to be operated is relatively low in terms of device technology and circuit technology. The tax system is clearly structured and clearly structured. This means a high level of flexibility on the manufacturer side and a user-friendly, maintenance-friendly and reliable design on the user side.

Reference numerals

1 drive system
2 drive system
3 engine
4 gears
5 intermediate shaft
6 transmission output shaft
7 propeller shaft
8 propellers
9 main control station
10 auxiliary control station
11 slave control station
12 console
13 starboard control lever
14 port control lever
15 connecting line
16 input and output unit
17 Input arrangement
18 cables
19 connecting line
20 data bus
21 control electronics
22 electronic control unit
23 programmable memories
24 connecting line
25 connecting line
26 line
27 Vehicle electrical system
28 Command key
29 Command key
30 command key
31 Command key
32 command key
33 command key
34 command key
35 command key
36 display field
37 display field
38 dial key
39 Dial key
40 dial key
41 dial key
42 dial key
43 dial key
44 dial key
45 dial key
46 Dial key
47 Dial key
48 illuminated button
49 Horn
50 light button
51 illuminated button
52 light button
53 Control and sensor means of the engine 3
54 Control and sensor means of the transmission 4
55 connecting cable
56 temperature sensor
57 pressure sensor
58 converters
59 actuator
60 speed sensor
61 Temperature sensor
62 pressure sensor
63 pressure sensor
64 converters
65 clutch pressure regulator
66 converters
67 Clutch / forward drive
68 converters
69 Clutch / reverse travel
70 speed sensor
71 cable pulls

Claims (29)

1. Control system for operating a propulsion system ( 1 , 2 ) of a ship with at least one motor ( 3 ) which drives a propeller shaft ( 7 ) via a transmission ( 4 ) with adjustable couplings ( 67 , 69 ) for forward and reverse travel Control and sensor means ( 53 , 54 ) for influencing the engine speed and the degree of slip of the clutches ( 67 , 69 ), with at least one control station ( 9 , 10 , 11 ) for selecting the direction and speed of the ship by actuating at least one control lever ( 13 , 14 ) and control electronics ( 21 ) for processing input and output signals, characterized in that a propeller shaft speed and direction of rotation can be set with the control lever ( 13 , 14 ), compliance with which is controlled in this manner by the control electronics ( 21 ) that this, depending on the operating parameters of the engine ( 3 ) and / or the gearbox ( 4 ) to be observed, freely defines an operating state which is either an oper Operating state in which the propeller shaft speed and direction of rotation is brought about by changing the engine speed when the clutch ( 67 or 69 ) is closed, or an operating state in which the propeller shaft speed and direction of rotation is brought about by changing the degree of slip of the clutch ( 67 or 69 ) at a predetermined engine speed will correspond. 2. Control system according to claims 1 or 12, characterized in that the clutches ( 67 , 69 ) remain open in the transition region between a slipping and a closed state by the control electronics ( 21 ) with a constant degree of slip and increased engine speeds. 3. Control system according to claim 1, characterized in that several control stations ( 9 , 10 , 11 ) are connected to a data bus ( 20 ) which is connected to the control electronics ( 21 ). 4. Control system for operating a drive system with a plurality of control stations ( 9 , 10 , 11 ) and in each case two motors ( 3 ), gears ( 4 ) and propeller shafts ( 7 ) according to claims 1 and 3, characterized in that the control electronics ( 21 ) consists of at least one electronic control unit ( 22 ) to which the control stations ( 9 , 10 , 11 ) are connected via the data bus ( 20 ) and the control and sensor means ( 53 , 54 ) via connecting lines ( 24 , 25 ). 5. Control system according to claims 1 and 4, characterized in that the electronic control unit ( 22 ) contains a programmable memory (EEPROM 23 ) for storing characteristic operating parameters for the operation of the engine ( 3 ) and / or the transmission ( 4 ). 6. Control system with at least one control station ( 9 , 10 , 11 ) with a control lever ( 13 , 14 ) which can be pivoted to select the direction and speed of travel from a neutral position until reaching an end position in the forward and reverse travel positions, according to claim 1 , characterized in that - at least for forward driving operation - two ranges of propeller shaft speeds can be changed within the available swivel range of the control lever ( 13 , 14 ), the first range being smaller than the entire range of possible propeller shaft speeds and the second range being the rest or the entire range of possible propeller shaft speeds. 7. Control system according to claim 1, characterized in that the control station ( 9 , 10 , 11 ) has an input and output unit ( 16 ) with command keys ( 28 , 29 , 30 , 31 , 32 , 33 , 34 ) by which the mode of operation the drive system ( 1 , 2 ) can be influenced, and at least one display field ( 36 , 37 ) with these assigned selection buttons ( 39 , 40 , 41 , 42 , 43 , 44 , 45 ) for selecting the display of characteristic operating values of at least one motor ( 3 ) and a transmission ( 4 ). 8. Control system according to claim 7, characterized in that the display field ( 36 , 37 ) is a numerical display field, preferably an LCD display, and that the selection keys ( 39 to 45 ) are designed as illuminated keys, so that by lighting up an actuated selection key ( 39 to 45 ) there is an optical assignment to the characteristic operating value shown in the display field ( 36 , 37 ). 9. Control system according to claims 7 and 8, characterized in that the display panel ( 36 , 37 ) light buttons ( 46 , 47 ) are assigned, which indicate whether the operating values displayed in the display panel ( 36 , 37 ) on the motor ( 3rd ) or the gear ( 4 ) and whether there is an impermissible deviation from the operating values. 10. Control system according to claim 7, characterized in that the selection buttons ( 39 to 45 ) are designed to select the display of operating values as illuminated buttons, the lighting of which gives a visual indication of the type of operating value displayed. 11. Control system according to claim 7, characterized in that with respect to the engine ( 3 ) an indication of the engine speed, the cooling water temperature, the lubricating oil pressure and the charging voltage and with respect to the transmission ( 4 ) the propeller shaft speed, the transmission temperature, the clutch pressure and the filter pressure by actuation one dial key ( 39 to 45 ) follows. 12. Control system for operating a propulsion system ( 1 , 2 ) of a ship with at least one motor ( 3 ) which drives a propeller shaft ( 7 ) via a transmission ( 4 ) with adjustable couplings ( 67 , 69 ) for forward and reverse travel Control and sensor means ( 53 , 54 ) for influencing the engine speed and the degree of slip of the clutches ( 67 , 69 ), with at least one control station ( 9 , 10 , 11 ) for selecting the direction and speed of the ship by actuating at least one control lever ( 13 , 14 ) and control electronics ( 21 ) for processing input and output signals, characterized in that the position of the control lever ( 13 , 14 ) in an operating mode (docking) of the drive system ( 1 , 2 ) up to a minimum speed of the propeller shaft ( 7 ) has no influence on the propeller shaft speed, and that the propeller shaft speed by the control electronics ( 21 ) via the control and sensor means ( 54 , 54 ) on a given The value is maintained in such a way that, depending on at least one characteristic value of the motor ( 3 ), a clutch ( 67 , 69 ) remains constantly closed or its degree of slip is regulated. 13. Control system according to claim 12, characterized characterized in that a characteristic value the Engine speed is. 14. Control system according to claims 12 and 13, characterized in that the operating mode (docking) by pressing a command key ( 32 ) of the input and output unit ( 16 ) is adjustable and that during this operation in the display field ( 36 , 37 ) always the Engine speed is displayed. 15. Control system according to claims 12 or 14, characterized in that the operating mode (docking) can be left in the neutral position of the control lever ( 13 , 14 ) and by pressing another command key. 16. Control system according to claim 15, characterized characterized that the last set Speed saved and automatically set again when the operating mode (Docking) is called up again. 17. Control system according to claim 14, characterized in that the control electronics ( 21 ) at propeller shaft speeds, which, taking into account the gear ratio, is below the normal engine idling speed, calculates a motor speed corresponding to the propeller shaft speed and displays it in the display field ( 36 , 37 ). 18. Control system according to claims 12 and 7, characterized in that the input and output unit ( 16 ) has two buttons ( 33 , 34 ) through which the propeller shaft speed during operation (docking) can be changed to higher or lower values. 19. Control system for operating a propulsion system ( 1 , 2 ) of a ship with at least one motor ( 3 ) which drives a propeller shaft ( 7 ) via a transmission ( 4 ) with adjustable couplings ( 67 , 69 ) for forward and reverse travel Control and sensor means ( 53 , 54 ) for influencing the engine speed and the degree of slip of the clutches ( 67 , 69 ), with at least one control station ( 9 , 10 , 11 ) for selecting the direction and speed of the ship by actuating at least one control lever ( 13 , 14 ) and control electronics ( 21 ) for processing input and output signals, characterized in that in an operating state which serves to warm up the engine ( 3 ), the transmission ( 4 ) remains in neutral position and the engine speed via the control lever ( 13 , 14 ) can be changed. 20. Control system according to claim 19, characterized in that the operating state, which serves to warm up the engine ( 3 ), by actuating a command key ( 35 ) of the input and output unit ( 16 , 17 ) with the control lever ( 13 , 14 ) in the neutral position ) is switched on and off. 21. Control system according to claim 1, characterized in that the control station ( 9 , 10 , 11 ) has a port and starboard control lever ( 14 , 13 ) for adjusting the speeds and directions of rotation of a port and starboard propeller shaft ( 7 ) that the input and output unit ( 16 ) has a command key ( 31 ), the actuation of which causes a transfer or takeover of the function of the starboard control lever ( 13 ) to the port control lever ( 14 ) by the control electronics ( 21 ), so that the control is carried out exclusively via the port side Control lever ( 14 ) takes place. 22. Control system according to claim 21, characterized in that the transfer or takeover of the function of the starboard side on the port side control lever ( 14 ) takes place when the starboard side control lever ( 13 ) reaches or passes over the position which corresponds to the position of the port side control lever ( 14 ) corresponds. 23. Control system according to claims 21 and 22, characterized in that the command key ( 31 ) is a light button that begins to flash when actuated and lights continuously when the transfer or takeover of the function of the starboard control lever on the port side ( 14 ) has taken place, and goes out when both control levers ( 13 , 14 ) have been brought into their neutral position. 24. Control system with a plurality of control stations ( 9 , 10 , 11 ) which are arranged at different points on the ship, according to claims 3 and 7, characterized in that each input and output unit ( 16 ) has a command key ( 28 ), when they are actuated, a possible transfer of the driving authorization to the other control stations ( 9 , 10 , 11 ) is signaled and that by pressing the same command key ( 28 ) another control station ( 9 or 10 or 11 ) the takeover of the driving authorization by the control electronics ( 21 ) and after transferring the control levers ( 13 , 14 ) to a position which corresponds to the position of the control levers ( 13 , 14 ) of the previously authorized control station ( 9 or 10 or 11 ), is acknowledged. 25. Control system according to claim 24, characterized in that the command keys ( 28 ) are illuminated keys, all of which in the event of a transfer of the drive authorization to a control station ( 9 or 10 or 11 ) until the receipt of the drive authorization is acknowledged by another control station ( 9 or 10 or 11 ) light up flashing and that after acknowledgment of the transfer of the drive authorization by the other control station ( 9 or 10 or 11 ) the command key ( 28 ) is continuously lit, while the light signal of the other command keys ( 28 ) of the control stations not authorized to drive off goes out. 26. Control system according to claim 25, characterized in that when the travel authorization is taken over by a control station ( 9 , 10 , 11 ) the propeller shaft speed to be set is shown flashing in the display field ( 36 , 37 ). 27. Control system according to claim 1, characterized in that the control station ( 9 ), which is normally authorized to drive, has at least one control lever which, via cable pulls ( 71 ), with the control means ( 59 , 65 , 67 , 69 ) of the motor ( 3 ) and the transmission ( 4 ) is connected. 28. Control system according to claim 1, characterized in that the operating parameters of the motor ( 3 ) and / or the transmission ( 4 ) are determined adaptively (self-learning processes). 29. Control system according to claim 1, characterized in that the control of both drive systems ( 1 , 2 ) is carried out by a joy stick.