EP0589339B1 - Regulation for the propulsion of a boat with a motor and a controllable pitch propeller - Google Patents
Regulation for the propulsion of a boat with a motor and a controllable pitch propeller Download PDFInfo
- Publication number
- EP0589339B1 EP0589339B1 EP93114802A EP93114802A EP0589339B1 EP 0589339 B1 EP0589339 B1 EP 0589339B1 EP 93114802 A EP93114802 A EP 93114802A EP 93114802 A EP93114802 A EP 93114802A EP 0589339 B1 EP0589339 B1 EP 0589339B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- stroke cylinder
- regulation according
- motor
- rotational speed
- regulation
- 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.)
- Expired - Lifetime
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H3/00—Propeller-blade pitch changing
- B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D7/00—Rotors with blades adjustable in operation; Control thereof
- F01D7/02—Rotors with blades adjustable in operation; Control thereof having adjustment responsive to speed
Definitions
- the invention relates to a control system for a boat drive with a motor, a variable pitch propeller and a controller, to which a target engine speed and the actual engine speed are given and the output signal of which acts on a hydraulic actuator for adjusting the pitch of the wing.
- Boat drives are predominantly equipped with internal combustion engines.
- the engine power is set by specifying the fuel flow or the degree of filling.
- the engine speed is adjusted according to the balance between the torque delivered by the engine and the torque absorbed by the propeller. If the boat drive is equipped with an adjustable propeller, the engine speed depends on the set propeller pitch. Even small changes in the pitch of the propeller can result in large changes in the engine speed. That is why it is very important to maintain or adjust the wing pitch.
- the engine speed is regulated via a control circuit, the manipulated variable of which is the propeller pitch.
- the actuator includes at least one double-acting lifting cylinder which is pressurized in one or the other direction depending on the detected speed deviation and thereby changes the pitch of the blades of the variable pitch propeller accordingly. This has proven itself, but requires a relatively large amount of control engineering and construction.
- the object of the invention is a control with which the engine speed can be regulated via the wing pitch by simple and inexpensive measures.
- variable-pitch propeller has vanes in which the resultant of the hydrodynamic forces acts under all operating conditions next to and on the same side of the vane axis of rotation that the vane torque always acts in the same direction in the sense of a change in pitch that the actuator is simple has acting lifting cylinder which adjusts the wings when pressurized against the change in slope caused by the resultant of the hydrodynamic forces and that the working space of the lifting cylinder has a leak.
- the invention uses the described wing torque to change the pitch. This wing torque turns the wing when it exceeds the torque exerted by the actuator on the wing base. This is possible if the working area of the lifting cylinder has a leak.
- the actuator can then consist of a single-acting lifting cylinder that adjusts the wings when pressurized.
- the wing torque can act either in the sense of a reduction in pitch or in the sense of an increase in pitch, the torque exerted by the actuator on the wing counteracting the wing torque in each case.
- the working space of the lifting cylinder can be connected to a tank via a throttle.
- a labyrinth seal can be arranged in the area of the lifting cylinder.
- the controller will not become active as long as the difference between the target engine speed and the actual engine speed is negligible. Only when the actual engine speed is significant deviates from the target engine speed, the controller becomes active and pressure is applied to the lifting cylinder, preferably in cycles, for which purpose a cyclically controlled solenoid valve for the pressure medium supply can be assigned. Then the pitch of the blades is increased until the target engine speed matches the actual engine speed.
- a limit controller with a tolerance band for the target / actual speed comparison , so that the scheme, for example only responds when the difference between the actual engine speed and the target engine speed is more than 20 rpm.
- a tolerance band is usually sufficient in practice.
- Additional measures can be used for sports boats that react sensitively in rough seas or for which the variable pitch propeller dips more or less in rough seas, e.g. the controller is assigned a circuit which detects extreme differences between the target engine speed and the actual engine speed and their duration and forms a time-limited, virtual target engine speed which is decisive for the controller.
- a spring acting on the actuator in the same direction as the resultant of the hydrodynamic forces can be provided.
- the controller 4 is given a target engine speed 5 predetermined by the position of an accelerator lever or button belonging to the engine 1, as well as the actual speed 7 measured with a tachometer 6. From this, the controller 4 determines the slope of the propeller blades 8 of the variable-pitch propeller 3 as a manipulated variable. A corresponding output signal 9 from the controller 4 acts on a clock generator 10, which in turn actuates a solenoid valve 11, which on the one hand connects to a pump 12 and on the other hand to an actuator (not shown in detail) of the variable pitch propeller 3 is connected.
- the actuating drive is a single-acting lifting cylinder which, when pressurized by mechanical transmission elements known per se, adjusts the blades 8 of the adjustable propeller 3 in the sense of increasing the pitch.
- the working area of the lifting cylinder has a leak and is e.g. connected to a tank 13 via a throttle, not shown.
- the blades 8 of the variable-pitch propeller 3 are designed so that under all operating conditions in question, the resultants of the hydrodynamic forces acting on the blades 8 act next to and on the same side of the blade axis of rotation that the blade torque acts in the sense of a reduction in pitch.
- the controller 4 is a limit controller with a tolerance band for the target / actual speed comparison.
- the width of the tolerance band for the speed difference can e.g. 20 rpm.
- the control shown works as follows: As long as the target engine speed 5 and the actual engine speed 7 essentially match or their difference is in the range of the specified tolerance band, the controller is not active. However, since pressure medium continuously flows out of the working space of the lifting cylinder into the tank 13 via the leakage, because the wing torque acting around the wing rotation axis of the wings 8 of the adjustable propeller 3 acts in the sense of resetting the lifting cylinder, the pitch of the wings 8 of the adjustable propeller 3 is reduced. This increases the actual engine speed 7. As soon as the difference between the actual engine speed 7 and the target engine speed 5 leaves the predetermined tolerance range, the controller 4 becomes active and acts on the clock generator 10, so that the solenoid valve 11 opens in the predetermined cycle and the lifting cylinder is pressurized. This also increases the pitch of the blades 8 until the difference between the actual engine speed and the target engine speed is again within the tolerance band.
- the control works in the same way if the resultant of the hydrodynamic forces acting on the wing 8 act in the sense of increasing the pitch and the actuator in the sense of reducing the pitch.
Description
Die Erfindung betrifft eine Regelung für einen Bootsantrieb mit einem Motor, einem Verstellpropeller und einem Regler, dem eine Soll-Motordrehzahl sowie die Ist-Motordrehzahl aufgegeben werden und dessen Ausgangssignal einen hydraulischen Stelltrieb zur Verstellung der Flügelsteigung beaufschlagt.The invention relates to a control system for a boat drive with a motor, a variable pitch propeller and a controller, to which a target engine speed and the actual engine speed are given and the output signal of which acts on a hydraulic actuator for adjusting the pitch of the wing.
Bootsantriebe werden überwiegend mit Verbrennungsmotoren ausgerüstet. Die Motorleistung wird durch Vorgabe des Brennstoffstroms oder des Füllungsgrades eingestellt. Die Motordrehzahl stellt sich dabei entsprechend dem Gleichgewicht zwischen dem vom Motor abgegebenen und dem vom Propeller aufgenommenen Drehmoment ein. Ist der Bootsantrieb mit einem Verstellpropeller ausgerüstet, richtet sich die Motordrehzahl nach der jeweils eingestellten Propellersteigung. Dabei können bereits kleine Änderungen der Propellersteigung große Änderungen der Motordrehzahl zur Folge haben. Deswegen ist das Einhalten bzw. Nachführen der Flügelsteigung von großer Bedeutung.Boat drives are predominantly equipped with internal combustion engines. The engine power is set by specifying the fuel flow or the degree of filling. The engine speed is adjusted according to the balance between the torque delivered by the engine and the torque absorbed by the propeller. If the boat drive is equipped with an adjustable propeller, the engine speed depends on the set propeller pitch. Even small changes in the pitch of the propeller can result in large changes in the engine speed. That is why it is very important to maintain or adjust the wing pitch.
Bei einer Regelung der eingangs beschriebenen Gattung (DE 39 01 137) wird die Motordrehzahl über einen Regelkreis geregelt, dessen Stellgröße die Propellersteigung ist. Zum Stelltrieb gehört wenigstens ein doppeltwirkender Hubzylinder, der in Abhängigkeit von der erfaßten Drehzahlabweichung in der einen oder in der anderen Richtung mit Druckmittel beaufschlagt wird und dadurch die Steigung der Flügel des Verstellpropellers entsprechend ändert. Das hat sich an sich bewährt, erfordert aber einen verhältnismäßig großen regeltechnischen und konstruktiven Aufwand.When regulating the type described at the beginning (DE 39 01 137), the engine speed is regulated via a control circuit, the manipulated variable of which is the propeller pitch. The actuator includes at least one double-acting lifting cylinder which is pressurized in one or the other direction depending on the detected speed deviation and thereby changes the pitch of the blades of the variable pitch propeller accordingly. This has proven itself, but requires a relatively large amount of control engineering and construction.
Aufgabe der Erfindung ist eine Regelung, mit der durch einfache und preiswerte Maßnahmen die Motordrehzahl über die Flügelsteigung geregelt werden kann.The object of the invention is a control with which the engine speed can be regulated via the wing pitch by simple and inexpensive measures.
Diese Aufgabe wird dadurch gelöst, daß der Verstellpropeller Flügel aufweist, bei denen die Resultierende der hydrodynamischen Kräfte unter allen Betriebsbedingungen derart neben und auf derselben Seite der Flügeldrehachse angreift, daß das Flügeldrehmoment stets in gleicher Richtung im Sinne einer Steigungsänderung wirkt, daß der Stelltrieb einen einfach wirkenden Hubzylinder aufweist, der bei Druckbeaufschlagung die Flügel entgegen der von der Resultierenden der hydrodynamischen Kräfte bewirkten Steigungsänderung verstellt und daß der Arbeitsraum des Hubzylinders eine Leckage aufweist. - Die Erfindung nutzt zur Steigungsänderung das beschriebene Flügeldrehmoment. Dieses Flügeldrehmoment dreht den Flügel, wenn es das vom Stelltrieb auf den Flügelfuß ausgeübte Drehmoment überschreitet. Das ist möglich, wenn der Arbeitsraum des Hubzylinders eine Leckage aufweist. Der Stelltrieb kann dann aus einem einfach wirkenden Hubzylinder bestehen, der bei Druckbeaufschlagung die Flügel verstellt. Dabei kann das Flügeldrehmoment entweder im Sinne einer Steigungsverringerung oder im Sinne einer Steigungsvergrößerung wirken, wobei das vom Stelltrieb auf den Flügel ausgeübte Drehmoment jeweils dem Flügeldrehmoment entgegenwirkt.This object is achieved in that the variable-pitch propeller has vanes in which the resultant of the hydrodynamic forces acts under all operating conditions next to and on the same side of the vane axis of rotation that the vane torque always acts in the same direction in the sense of a change in pitch that the actuator is simple has acting lifting cylinder which adjusts the wings when pressurized against the change in slope caused by the resultant of the hydrodynamic forces and that the working space of the lifting cylinder has a leak. - The invention uses the described wing torque to change the pitch. This wing torque turns the wing when it exceeds the torque exerted by the actuator on the wing base. This is possible if the working area of the lifting cylinder has a leak. The actuator can then consist of a single-acting lifting cylinder that adjusts the wings when pressurized. The wing torque can act either in the sense of a reduction in pitch or in the sense of an increase in pitch, the torque exerted by the actuator on the wing counteracting the wing torque in each case.
Insbesondere kann der Arbeitsraum des Hubzylinders über eine Drossel mit einem Tank verbunden sein. In diesem Zusammenhang kann im Bereich des Hubzylinders eine Labyrinthdichtung angeordnet werden.In particular, the working space of the lifting cylinder can be connected to a tank via a throttle. In this context, a labyrinth seal can be arranged in the area of the lifting cylinder.
Bei entsprechender Auslegung der Flügel und der Leckage wird der Regler nicht aktiv, solange die Differenz zwischen Soll-Motordrehzahl und Ist-Motordrehzahl unerheblich ist. Erst wenn die Ist-Motordrehzahl signifikant von der Soll-Motordrehzahl abweicht, wird der Regler aktiv und wird der Hubzylinder mit Druckmittel beaufschlagt, und zwar vorzugsweise taktweise, wozu dem Hubzylinder ein taktweise gesteuertes Magnetventil für die Druckmittelzufuhr zugeordnet sein kann. Dann wird die Steigung der Flügel vergrößert, bis die Soll-Motordrehzahl mit der Ist-Motordrehzahl übereinstimmt.If the blades and leaks are designed accordingly, the controller will not become active as long as the difference between the target engine speed and the actual engine speed is negligible. Only when the actual engine speed is significant deviates from the target engine speed, the controller becomes active and pressure is applied to the lifting cylinder, preferably in cycles, for which purpose a cyclically controlled solenoid valve for the pressure medium supply can be assigned. Then the pitch of the blades is increased until the target engine speed matches the actual engine speed.
Da die Flügel unter der Wirkung des Flügeldrehmomentes in Verbindung mit der Leckage ständig im Sinne einer Steigungsverringerung verstellt werden, was zu einem ständigen Arbeiten der Regelung führen würde, kann es zweckmäßig sein, einen Grenzwertregler mit einem Toleranzband für den Soll-/Ist-Drehzahlvergleich einzusetzen, so daß die Regelung z.B. erst anspricht, wenn die Differenz zwischen Ist-Motordrehzahl und Soll-Motordrehzahl mehr als 20 U/min beträgt. Ein solches Toleranzband reicht in der Praxis regelmäßig aus. In Extremfällen, so z.B. bei Sportbooten, die in rauher See empfindlich reagieren, oder bei denen im Seegang der Verstellpropeller mehr oder weniger austaucht, können zusätzliche Maßnahmen eingesetzt werden, indem z.B. dem Regler eine Schaltung zugeordnet wird, die extreme Differenzen zwischen Soll-Motordrehzahl und Ist-Motordrehzahl sowie deren Zeitdauer erfaßt und daraus eine zeitlich beschränkte, virtuelle Soll-Motordrehzahl bildet, die für den Regler maßgeblich ist.Since the blades are constantly adjusted in the sense of a pitch reduction under the effect of the blade torque in connection with the leakage, which would lead to constant operation of the control, it may be advisable to use a limit controller with a tolerance band for the target / actual speed comparison , so that the scheme, for example only responds when the difference between the actual engine speed and the target engine speed is more than 20 rpm. Such a tolerance band is usually sufficient in practice. In extreme cases, e.g. Additional measures can be used for sports boats that react sensitively in rough seas or for which the variable pitch propeller dips more or less in rough seas, e.g. the controller is assigned a circuit which detects extreme differences between the target engine speed and the actual engine speed and their duration and forms a time-limited, virtual target engine speed which is decisive for the controller.
Zur Unterstützung eines schwachen Flügeldrehmomentes kann eine den Stelltrieb in der gleichen Richtung wie die Resultierende der hydrodynamischen Kräfte beaufschlagende Feder vorgesehen sein.To support a weak wing torque, a spring acting on the actuator in the same direction as the resultant of the hydrodynamic forces can be provided.
Im folgenden wird ein in der Zeichnung dargestelltes Ausführungsbeispiel der Erfindung erläutert; die einzige Figur zeigt schematisch ein Blockschaltbild einer Regelung für einen Bootsantrieb mit einem Otto-Motor und einem Verstellpropeller.In the following an embodiment of the invention shown in the drawing is explained; the single figure shows schematically a block diagram of a control for a boat drive with an Otto engine and a variable pitch propeller.
Man erkennt einen Otto-Motor 1, der über eine Welle 2 einen Verstellpropeller 3 antreibt, sowie einen Regler 4.One recognizes an Otto
Dem Regler 4 werden eine durch die Stellung eines zum Motor 1 gehörenden Gashebels oder Tasters vorgegebene Soll-Motordrehzahl 5 sowie die mit einem Drehzahlmesser 6 gemessene Ist-Drehzahl 7 aufgegeben. Daraus ermittelt der Regler 4 als Stellgröße die Steigung der Propellerflügel 8 des Verstellpropellers 3. Ein entsprechendes Ausgangssignal 9 des Reglers 4 beaufschlagt einen Taktgeber 10, der wiederum ein Magnetventil 11 betätigt, das einerseits an eine Pumpe 12 und andererseits an einen im einzelnen nicht dargestellten Stelltrieb des Verstellpropellers 3 angeschlossen ist.The
Der Stelltrieb ist ein einfach wirkender Hubzylinder, der bei Druckbeaufschlagung über an sich bekannte mechanische Übertragungselemente die Flügel 8 des Verstellpropellers 3 im Sinne einer Steigungsvergrößerung verstellt. Der Arbeitsraum des Hubzylinders weist eine Leckage auf und ist z.B. über eine nicht dargestellte Drossel mit einem Tank 13 verbunden.The actuating drive is a single-acting lifting cylinder which, when pressurized by mechanical transmission elements known per se, adjusts the blades 8 of the adjustable propeller 3 in the sense of increasing the pitch. The working area of the lifting cylinder has a leak and is e.g. connected to a
Die Flügel 8 des Verstellpropellers 3 sind so ausgelegt, daß unter allen in Frage kommenden Betriebsbedingungen die Resultierende der an dem Flügel 8 angreifenden hydrodynamischen Kräfte derart neben und auf derselben Seite der Flügeldrehachse angreifen, daß das Flügeldrehmoment im Sinne einer Steigungsverringerung wirkt.The blades 8 of the variable-pitch propeller 3 are designed so that under all operating conditions in question, the resultants of the hydrodynamic forces acting on the blades 8 act next to and on the same side of the blade axis of rotation that the blade torque acts in the sense of a reduction in pitch.
Der Regler 4 ist ein Grenzwertregler mit einem Toleranzband für den Soll-/Ist-Drehzahlvergleich. Die Breite des Toleranzbandes für die Drehzahldifferenz kann z.B. 20 U/min betragen.The
Nicht dargestellt ist ferner, daß der Kolben des Hubzylinders oder ein daran angeschlossenes mechanisches Bauteil von einer Feder beaufschlagt ist, die im Sinne einer Steigungsreduzierung wirkt.It is also not shown that the piston of the lifting cylinder or a mechanical connected to it Component is loaded by a spring, which acts in the sense of a slope reduction.
Die dargestellte Regelung arbeitet wie folgt: Solange die Soll-Motordrehzahl 5 und die Ist-Motordrehzahl 7 im wesentlichen übereinstimmen bzw. ihre Differenz sich im Bereich des vorgegebenen Toleranzbandes befindet, ist der Regler nicht aktiv. Da aber aus dem Arbeitsraum des Hubzylinders über die Leckage ständig Druckmittel in den Tank 13 abfließt, weil das um die Flügeldrehachse der Flügel 8 des Verstellpropellers 3 wirkende Flügeldrehmoment im Sinne einer Rückstellung des Hubzylinders wirkt, verringert sich die Steigung der Flügel 8 des Verstellpropellers 3. Damit erhöht sich die Ist-Motordrehzahl 7. Sobald die Differenz von Ist-Motordrehzahl 7 und Soll-Motordrehzahl 5 das vorgegebene Toleranzband verläßt, wird der Regler 4 aktiv und beaufschlagt den Taktgeber 10, so daß das Magnetventil 11 im vorgegebenen Takt öffnet und der Hubzylinder mit Druckmittel beaufschlagt wird. Damit wird auch die Steigung der Flügel 8 solange vergrößert, bis die Differenz zwischen Ist-Motordrehzahl und Soll-Motordrehzahl wieder im Bereich des Toleranzbandes liegt.The control shown works as follows: As long as the target engine speed 5 and the
Die Regelung arbeitet in gleicher Weise, wenn die Resultierende der an den Flügel 8 angreifenden hydrodynamischen Kräfte im Sinne einer Steigungsvergrößerung und der Stelltrieb im Sinne einer Steigungsverringerung wirken.The control works in the same way if the resultant of the hydrodynamic forces acting on the wing 8 act in the sense of increasing the pitch and the actuator in the sense of reducing the pitch.
Claims (6)
- Regulation for a boat drive with a motor, a variable pitch propeller and a regulator, to which a motor target rotational speed as well as the motor actual rotational speed are fed and the output signal of which acts on a hydraulic setting drive for adjustment of the blade inclination, characterised thereby that the variable pitch propeller (3) comprises blades (8) in which the resultant of the hydrodynamic forces under all operating conditions acts in such a manner near to and on the same side of the blade rotational axis that the blade torque always acts in the same direction in the sense of a change in inclination, that the setting drive comprises a single-acting stroke cylinder which on loading with pressure adjusts the blades (8) against the change in inclination effected by the resultants of the hydrodynamic forces and that the working chamber of the stroke cylinder has a leakage.
- Regulation according to claim 1, characterised thereby that the working chamber of the stroke cylinder is connected with a tank (13) by way of a throttle.
- Regulation according to claim 1 or 2, characterised by a labyrinth seal in the region of the stroke cylinder.
- Regulation according to one of claims 1 to 3, characterised thereby that the stroke cylinder is associated with a cyclically controlled magnet valve (10, 11) for the pressure medium feed.
- Regulation according to one of claims 1 to 4, characterised by a spring loading the setting drive in the same direction as the resultant of the hydrodynamic forces.
- Regulation according to one of claims 1 to 5, characterised by a limit value regulator (4) with a tolerance band for the target rotational speed and actual rotational speed comparison.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4231815 | 1992-09-23 | ||
| DE4231815A DE4231815C1 (en) | 1992-09-23 | 1992-09-23 | Regulation for a boat drive with a motor and a variable pitch propeller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0589339A1 EP0589339A1 (en) | 1994-03-30 |
| EP0589339B1 true EP0589339B1 (en) | 1997-04-02 |
Family
ID=6468613
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93114802A Expired - Lifetime EP0589339B1 (en) | 1992-09-23 | 1993-09-15 | Regulation for the propulsion of a boat with a motor and a controllable pitch propeller |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US5415523A (en) |
| EP (1) | EP0589339B1 (en) |
| DE (1) | DE4231815C1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6671223B2 (en) | 1996-12-20 | 2003-12-30 | Westerngeco, L.L.C. | Control devices for controlling the position of a marine seismic streamer |
| FI107040B (en) * | 1997-07-31 | 2001-05-31 | Kvaerner Masa Yards Oy | Method of operation of the work vessel |
| US6439850B1 (en) | 1998-07-15 | 2002-08-27 | Flexxaire Manufacturing Inc. | Variable pitch fan |
| CA2243151C (en) * | 1998-07-15 | 2008-06-17 | Flexxaire Manufacturing Inc. | Variable pitch fan |
| US6358007B1 (en) * | 1999-01-28 | 2002-03-19 | Henry A. Castle | Universal constant speed variable pitch boat propeller system |
| US6196797B1 (en) * | 1999-08-23 | 2001-03-06 | Cessna Aircraft Company | Electronic self-powered propeller governor |
| US6261062B1 (en) | 2000-01-17 | 2001-07-17 | Brunswick Corporation | Actuation system for a controllable pitch propeller |
| US6379114B1 (en) | 2000-11-22 | 2002-04-30 | Brunswick Corporation | Method for selecting the pitch of a controllable pitch marine propeller |
| US7101237B1 (en) * | 2004-06-03 | 2006-09-05 | The United States Of America As Represented By The Secretary Of The Navy | Propellor blade adjustment system for propulsion through fluid environments under changing conditions |
| US8133027B2 (en) * | 2008-07-14 | 2012-03-13 | Hamilton Sundstrand Corporation | Integrated actuator for a propeller system |
| US8465257B1 (en) | 2008-10-31 | 2013-06-18 | Brp Us Inc. | Variable pitch propeller |
| ITCO20110038A1 (en) * | 2011-09-28 | 2013-03-29 | Nuovo Pignone Spa | INTEGRATED IMPLEMENTATION SYSTEM IN A COMPRESSOR |
Family Cites Families (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE47773C (en) * | J. bohmann in Chicago, Illinois, V. St. A | Attachment of the hair cover to the violin bow | ||
| US3273656A (en) * | 1966-09-20 | Hydraulically actuated controllable-pitch propeller system | ||
| DD47773A (en) * | ||||
| GB162999A (en) * | 1920-10-25 | 1921-05-12 | Andrew Fraser | Improvements in or relating to windmills |
| US2722985A (en) * | 1952-11-06 | 1955-11-08 | Hartzell Industries | Full feathering propeller |
| GB901800A (en) * | 1959-09-09 | 1962-07-25 | Hindmarch Thomas | Improvements in or relating to hydraulically operated variable pitch marine screw propellers |
| SE312497B (en) * | 1968-05-03 | 1969-07-14 | Karlstad Mekaniska Ab | |
| GB1483753A (en) * | 1974-02-15 | 1977-08-24 | Stone Manganese Marine Ltd | Controllable-pitch propeller systems |
| US4058360A (en) * | 1976-05-27 | 1977-11-15 | Hirschberger Carl R | Self-feathering propeller |
| US4156584A (en) * | 1976-07-19 | 1979-05-29 | Carpenter Technology Corporation | Liquid cryogen pump |
| US4419050A (en) * | 1980-08-18 | 1983-12-06 | Williams Charles L | Method and apparatus for controlling propeller pitch |
| US4419059A (en) * | 1981-08-10 | 1983-12-06 | Whirlpool Corporation | Nonsymmetric bore contour for rotary compressor |
| US4645420A (en) * | 1985-06-07 | 1987-02-24 | Avco Corporation | Propeller control system |
| US4718823A (en) * | 1987-02-24 | 1988-01-12 | United Technologies Corporation | Pitch changing mechanism for fan blades |
| DE3901137A1 (en) * | 1989-01-17 | 1990-07-26 | Campestrini Silvio | Method of controlling a boat propulsion system with an engine and a controllable-pitch propeller |
| DE3938567C1 (en) * | 1989-11-21 | 1991-04-11 | Urs Wollerau Ch Morgenthaler | |
| DE69025738T2 (en) * | 1989-12-30 | 1996-11-14 | Toyota Motor Co Ltd | Blade adjustment control for propellers with variable pitch |
-
1992
- 1992-09-23 DE DE4231815A patent/DE4231815C1/en not_active Expired - Fee Related
-
1993
- 1993-09-15 EP EP93114802A patent/EP0589339B1/en not_active Expired - Lifetime
- 1993-09-23 US US08/126,172 patent/US5415523A/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| DE4231815C1 (en) | 1994-01-05 |
| US5415523A (en) | 1995-05-16 |
| EP0589339A1 (en) | 1994-03-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE2001701C3 (en) | Setting device for the remote control of a continuously adjustable hydrostatic transmission | |
| EP0589339B1 (en) | Regulation for the propulsion of a boat with a motor and a controllable pitch propeller | |
| DE729124C (en) | Control device for internal combustion engine systems with charging and indirect power transmission | |
| DE1476736C3 (en) | Fuel control system for gas turbine engines | |
| DE2241363B2 (en) | Control device for a gas turbine engine, in particular a motor vehicle | |
| DE19606098A1 (en) | Control device for hydrostatic system | |
| DE1916211A1 (en) | Control system for gas turbines | |
| EP2049800B1 (en) | Feed pump | |
| DE3490419T1 (en) | Pressure equalization valve | |
| DE1401283A1 (en) | Fuel control device for gas turbines | |
| DE2055961C2 (en) | Fuel control device | |
| DE2410402B2 (en) | Fuel supply system for a gas turbine plant | |
| EP0043459A2 (en) | Control device for a set of several pumps driven by a common energy source | |
| DE1917625C3 (en) | Fuel control device for the gas generator of a gas turbine plant | |
| DE1290373B (en) | Fuel control system for gas turbine engines | |
| DE1816414B2 (en) | CONTROL DEVICE FOR A GAS TURBINE ENGINE | |
| DE2131284A1 (en) | Pneumatic speed controller for internal combustion engines, especially diesel engines | |
| DE2113349C3 (en) | Control system | |
| DE2131283B2 (en) | Speed governors for internal combustion engines | |
| DE1233269B (en) | Hydraulic speed controller | |
| DE1045179B (en) | Multiple control device for gas turbine engines with injection of additional flow means for increasing thrust in the compressor inlet | |
| DE1816414C (en) | Control device for a gas turbine engine | |
| DE2459550A1 (en) | CONTROL DEVICE FOR AN ADJUSTABLE PUMP | |
| DE866575C (en) | Device for adjusting the ignition time of internal combustion engines | |
| DE337008C (en) | Device for regulating the number of revolutions for a machine unit consisting of a prime mover and a fluid intermediate gear as a secondary machine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): FR GB IT NL SE |
|
| 17P | Request for examination filed |
Effective date: 19941216 |
|
| 17Q | First examination report despatched |
Effective date: 19951204 |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): FR GB IT NL SE |
|
| ET | Fr: translation filed | ||
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 19970702 |
|
| PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
| 26N | No opposition filed | ||
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20001002 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20001017 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: NL Payment date: 20001020 Year of fee payment: 8 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20001023 Year of fee payment: 8 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20010915 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20010916 |
|
| REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: NL Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020401 |
|
| EUG | Se: european patent has lapsed |
Ref document number: 93114802.7 |
|
| GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20010915 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20020531 |
|
| NLV4 | Nl: lapsed or anulled due to non-payment of the annual fee |
Effective date: 20020401 |
|
| REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
| NLV4 | Nl: lapsed or anulled due to non-payment of the annual fee |
Effective date: 20020401 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED. Effective date: 20050915 |