EP0485715A1 - Procédé et dispositif pour la décélération du système de propulsion pour bateau, en particulier pendant un arrêt d'urgence - Google Patents

Procédé et dispositif pour la décélération du système de propulsion pour bateau, en particulier pendant un arrêt d'urgence Download PDF

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Publication number
EP0485715A1
EP0485715A1 EP91115714A EP91115714A EP0485715A1 EP 0485715 A1 EP0485715 A1 EP 0485715A1 EP 91115714 A EP91115714 A EP 91115714A EP 91115714 A EP91115714 A EP 91115714A EP 0485715 A1 EP0485715 A1 EP 0485715A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
clutch
speed
rotation
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.)
Withdrawn
Application number
EP91115714A
Other languages
German (de)
English (en)
Inventor
Hans Dipl.-Ing. Gebhardt (Fh)
Heribert Dipl.-Ing. Kubis
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.)
MAN Truck and Bus SE
Original Assignee
MAN Nutzfahrzeuge 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 MAN Nutzfahrzeuge AG filed Critical MAN Nutzfahrzeuge AG
Publication of EP0485715A1 publication Critical patent/EP0485715A1/fr
Withdrawn legal-status Critical Current

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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
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/08—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing with provision for reversing drive
    • 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
    • B63H2023/305—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches using fluid or semifluid as power transmitting means

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • Ship propulsion systems generally have a three-shaft reversing reduction gear, which is connected between the internal combustion engine and the propeller shaft. With this transmission, the gears are always in mesh.
  • the gearbox is shifted by engaging or disengaging hydraulically operated clutches.
  • the clutches are activated from the deck by means of a deck switch with the help of electro-hydraulic valves. Both clutches are released when idling.
  • a synchronous clutch is engaged and when the internal combustion engine and the propeller shaft run in opposite directions, a counter-rotating clutch is engaged while the other clutch is disengaged Position.
  • the invention has for its object to allow the fastest possible change in the direction of rotation of the propeller shaft without the clutches of the gear wear out too quickly and the engine runs the risk of stalling or even start again in the opposite direction.
  • the propeller shaft is braked quickly at first by engaging the counter-rotating clutch before the gearbox is switched from “forward" to “reverse” and the synchronous actuation of an engine brake. Only when the speed of the internal combustion engine has dropped to a predetermined speed does the gearbox switch over, for example by flipping the cover switch into the "reverse” position.
  • the gearbox switch over for example by flipping the cover switch into the "reverse” position.
  • their rotational energy is significantly reduced.
  • the result is a high speed deceleration and a rapid change in the direction of rotation in the event of an emergency stop, as well as a strong reduction in the friction work in the clutches and the wear caused thereby.
  • the internal combustion engine is not stalled and the internal combustion engine is reliably prevented from starting in the opposite direction.
  • An advantageous device for carrying out the method according to claim 1 is characterized by the features of claim 2.
  • the engine brake allows the propeller shaft and the gear parts to be braked almost without wear.
  • the high braking deceleration of the gear parts results in a quick reversal of the direction of rotation of the propeller shaft and thus a high braking deceleration of the ship. If the throttle valve of the engine brake is closed during the warm-up phase of the internal combustion engine, this leads to a side effect because of the faster heating to reduce white smoke.
  • Figure 1 shows schematically a three-shaft reversing reduction gear of a ship's drive.
  • An internal combustion engine 1 first drives a first gearwheel 2 with a counter clutch 3.
  • the first gearwheel 2 is in engagement with a second gear 4 and a synchronization clutch 5.
  • the synchronization clutch 5 has a deflection shaft 6, which is connected in a rotationally fixed manner to a first pinion 7.
  • the counter-running clutch 3 has a counter-rotating shaft 8, which is connected in a rotationally fixed manner to a second pinion 9.
  • the two pinions 7 and 9 are in engagement with a third gearwheel 10, which in turn is non-rotatably connected to a drive shaft, for example a propeller shaft 11.
  • the counter-running clutch 3 or the synchronous clutch 5 can be hydraulically engaged or disengaged via a first or second pressure oil supply 12 or 13.
  • the pressure oil supply can be controlled from the deck via a deck switch 14 (FIG. 2).
  • the three-shaft reversing reduction gear shown in FIG. 1 is only suitable for this to a limited extent.
  • the main disadvantage is that all gears and pinions 2, 4, 7, 9, 10 are constantly engaged. Together with the propeller shaft and propeller, these gear parts have a high rotational energy. If the direction of rotation of the propeller shaft 11 is now to be reversed in the event of an emergency stop, these rotating rotating masses must first be brought to a standstill by withdrawing their rotational energy before the direction of rotation can be reversed. According to the previous procedure, the synchronizing clutch 5 is first disengaged.
  • the counter shaft 8 via pinion 9 has a reverse direction of rotation as the internal combustion engine 1, when engaging the counter clutch 3 to reverse the direction of rotation of the propeller shaft 11, the counter shaft 8, the propeller shaft 11 connected to it in a torque-locking manner and the reverse shaft 6 together with the synchronous clutch must be braked before a reversal the direction of rotation is reached.
  • a structurally complex remedy would be either a propeller shaft brake or an increase in the rotating masses on the primary side in order to prevent the internal combustion engine from stalling.
  • the gearbox is usually switched on by a deck switch 14, which is shown schematically in FIG.
  • the deck switch 14 has a switching lever 15 which enables switching positions 0 to IV.
  • Switch position 0 means “idling”, ie disengaged synchronous and counter-rotating clutches 5 and 3 (FIG. 1).
  • the switching positions I and III mean “forward” and “reverse”, either the synchronous clutch 5 or the counter-clutch 3 engaged and the other Clutch is disengaged. Beyond positions I and III, ie between positions I and II or III and IV, the load of internal combustion engine 1 is regulated, which reaches full load in positions II and IV, once in position II at "forward” and at position IV "Backward".
  • the deck switch 14 is first locked in position I until the propeller shaft 11 (FIG. 1) has dropped in speed, only then can position 0 be switched over to position III for "backward".
  • Curve a shows the position of the deck switch 14, as shown in FIG. 2.
  • the propeller shaft speed according to curve d in position II corresponds to a rigid transmission ratio 100% of the nominal speed.
  • the speed of the ship is constant according to curve e and is 100%.
  • the emergency stop maneuver begins at time t0.
  • the deck switch 14 (FIG. 2) is brought into position I, as shown in curve a.
  • the deck switch 14 is held in position I until the propeller shaft is largely braked.
  • the deck switch 14 In the period between t1 and t2, the deck switch 14 is brought into position 0 as a function of the reduced speed after the release of the position I, the throttle valve is opened again.
  • the gearbox is in the "idle" position.
  • the engine speed continues to decrease according to curve c until the idling speed is reached at time t2.
  • the propeller speed and the speed of the ship remain almost unchanged.
  • braking the propeller shaft while simultaneously closing the throttle valve of the engine brake considerably accelerates the reversal of the direction of rotation, protects the clutches of the three-shaft reversing reduction gear, and reverses the direction of rotation of the internal combustion engine with certainty.
  • the deck switch 14 can be mechanically fixed in position I by a lock until the propeller shaft is braked.
  • the method can also be carried out electronically by actuating an emergency stop switch, which deactivates the deck switch 14 for the emergency stop and controls the three-shaft reversing reduction gear by program so that the invention Procedure is carried out.
  • Another advantage of the method is that the throttle valve of the engine brake is closed briefly during a cold start, so that the increased push-out work in the form of heat remains in the engine itself and shortens its warm-up phase, which leads to a reduction in white smoke.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP91115714A 1990-11-16 1991-09-17 Procédé et dispositif pour la décélération du système de propulsion pour bateau, en particulier pendant un arrêt d'urgence Withdrawn EP0485715A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4036578A DE4036578C2 (de) 1990-11-16 1990-11-16 Verfahren zur Verzögerung eines Schiffsantriebes, insbesondere bei einem Not-Stop-Manöver, sowie Vorrichtung zur Durchführung des Verfahrens
DE4036578 1990-11-16

Publications (1)

Publication Number Publication Date
EP0485715A1 true EP0485715A1 (fr) 1992-05-20

Family

ID=6418407

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91115714A Withdrawn EP0485715A1 (fr) 1990-11-16 1991-09-17 Procédé et dispositif pour la décélération du système de propulsion pour bateau, en particulier pendant un arrêt d'urgence

Country Status (3)

Country Link
US (1) US5171176A (fr)
EP (1) EP0485715A1 (fr)
DE (1) DE4036578C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3225534A1 (fr) * 2016-03-31 2017-10-04 Kanzaki Kokyukoki Mfg. Co., Ltd. Système de direction de bateau et bateau

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4214114C2 (de) * 1991-05-02 1996-11-07 Mitsubishi Electric Corp Verfahren und Vorrichtung zur Steuerung eines Aussenbordmotors
JPH0640272A (ja) * 1992-07-22 1994-02-15 Jatco Corp エンジン・自動変速機の制御装置
DE59705221D1 (de) 1996-08-14 2001-12-06 Osram Opto Semiconductors Gmbh Verfahren zum trennen einer halbleiterscheibe
US6183317B1 (en) * 1997-07-03 2001-02-06 A. Friedr. Flender Ag Ship drive with a drive engine and directly driven propeller shaft
DE102010044710A1 (de) * 2010-09-07 2012-03-08 Reintjes Gmbh Schiffsgetriebe
DE102011005132B4 (de) 2011-03-04 2021-12-16 Zf Friedrichshafen Ag Anbindung einer als Lamellenbremse ausgeführten Wellenbremse an eine Getriebewelle eines Schiffsantriebs
SE542472C2 (en) * 2016-06-22 2020-05-19 Scania Cv Ab Method for controlling an internal combustion engine experienceing uncontrolled behavior in a vehicle
KR102180379B1 (ko) * 2019-11-27 2020-11-18 신재용 클러치를 이용한 추진 및 제동 시스템

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1116106B (de) * 1958-03-14 1961-10-26 Thomas Hindmarch Verfahren und Vorrichtung zum Umsteuern einer Schiffsantriebsanlage
DE2515723A1 (de) * 1975-04-10 1976-10-14 Daihatsu Diesel Mfg Verfahren und vorrichtung zum antrieb eines schiffes
US4051679A (en) * 1972-08-19 1977-10-04 Lars Collin Consult Ab Marine propulsion plant with reversible propeller shaft connected thereto
DE3211920A1 (de) * 1982-03-31 1983-10-13 Klöckner-Humboldt-Deutz AG, 5000 Köln Einrichtung an einer auspuffbremse

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1394448A (en) * 1917-11-05 1921-10-18 Sitney Massey Clutch mechanism
US3363732A (en) * 1964-08-22 1968-01-16 Ishikawajima Harima Heavy Ind Forward and reverse transmission with brake for prime mover
AT268785B (de) * 1967-01-09 1969-02-25 H C Hans Dipl Ing Dr Dr List Anlaß- und Umsteuereinrichtung für eine Einspritzbrennkraftmaschine
US3543891A (en) * 1968-05-17 1970-12-01 Mathers Controls Inc Controls for engine,brake and forwardreverse clutches
US4451238A (en) * 1982-09-07 1984-05-29 Twin Disc, Incorporated Shaft brake for marine propulsion system
DE3516635A1 (de) * 1985-05-09 1986-11-13 Vdo Adolf Schindling Ag, 6000 Frankfurt System zur steuerung einer antriebseinrichtung
JPS61265333A (ja) * 1985-05-17 1986-11-25 Mitsubishi Heavy Ind Ltd 船舶推進機関用逆転動作ブ−スタ装置
US4836809A (en) * 1988-03-11 1989-06-06 Twin Disc, Incorporated Control means for marine propulsion system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1116106B (de) * 1958-03-14 1961-10-26 Thomas Hindmarch Verfahren und Vorrichtung zum Umsteuern einer Schiffsantriebsanlage
US4051679A (en) * 1972-08-19 1977-10-04 Lars Collin Consult Ab Marine propulsion plant with reversible propeller shaft connected thereto
DE2515723A1 (de) * 1975-04-10 1976-10-14 Daihatsu Diesel Mfg Verfahren und vorrichtung zum antrieb eines schiffes
DE3211920A1 (de) * 1982-03-31 1983-10-13 Klöckner-Humboldt-Deutz AG, 5000 Köln Einrichtung an einer auspuffbremse

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3225534A1 (fr) * 2016-03-31 2017-10-04 Kanzaki Kokyukoki Mfg. Co., Ltd. Système de direction de bateau et bateau

Also Published As

Publication number Publication date
DE4036578A1 (de) 1992-05-21
DE4036578C2 (de) 1993-12-16
US5171176A (en) 1992-12-15

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