EP0595977B1 - Control system for operating the drive assembly of a ship - Google Patents

Abstract

A control system for operating the drive assembly of a ship has an engine (1), a gear (3) and an adjustable clutch (4) for forward and reverse motion. A control station (15), a control lever (27) and control electronics (15) allow the direction of motion and the speed of the ship to be adjusted. In order to influence the reaction of the ship when changing direction, the ship pilot can use several direction reversing aids by actuating a selection key (24) arranged at the control station.

Description

The invention relates generally to a control system for operating a propulsion system of a ship. The drive system has at least one motor that drives a propeller shaft via a gearbox with at least one controllable clutch for forward and reverse travel. Control and sensor means are provided in order to be able to vary the engine speed or the degree of slip of the clutch. Furthermore, there is at least one control station with control means via which the ship's master can influence the direction of travel and the speed of the ship by actuating at least one control lever. The control system also has control electronics for processing input and output signals in order to maintain the desired operating states of the drive system.

In a known control system for operating a drive system, a mode selection device is provided in which a specific operating mode can be selected. Depending on which operating mode is selected, the control lever of the control station is assigned a specific function. If the cruise mode is selected, the clutch is closed for forward travel. The control lever is used to vary the engine speed to set a specific cruising speed. If the mode selection device is used to preselect slow travel mode (trolling), the function assigned to the control lever changes. As long as this mode is selected, the motor is operated at a certain, constant speed. The driving speed is varied via the control lever in such a way that the degree of slippage of the clutch of the transmission is more or less is chosen large. The speed of the propeller shaft is thus varied via the degree of slip of the clutch. The known control system has control electronics to which an input and output unit, a display unit and control and sensor means are connected. In the known control system, direction reversals can be carried out in the troll or travel mode by a corresponding movement of the direction / speed lever. The direction reversals are carried out by the control unit in an automatically clocked sequence. When changing from travel mode to trolling mode, the motor reduces the speed to a speed selected by a rotary control. When changing from trolling mode to travel mode, the engine speed changes towards idling speed, the clutch engages completely, and then the engine speed increases up to the control lever position (DE-A 39 07 841, column 12, lines 16 - 33) .

In the control system explained above, the skipper is relieved of the manual operation by an automatically clocked sequence, but the procedure proposed there has practically no influence on the timing of the ship as a whole when changing from trolling mode to travel mode and vice versa. The above also applies to the control system according to US-A-2,925,156. If, for example, the control lever is moved from its neutral position into the "reverse" trolling mode, the clutch is closed completely. When the desired speed, which corresponds to the position of the control lever, is reached, the clutch pressure is reduced to such an extent that the desired propeller shaft speed is present. In this process, too, there is an automatically clocked sequence, the only relieves the skipper of manual operation.

A control system for operating the propulsion system of a ship is also known from US Pat. No. 4,099,476, in which an additional auxiliary travel switch is used in addition to a main switch. The takeover by one or the other drive switch is error-free and without delay, in that the main drive switch is automatically transferred to a position corresponding to the position of the auxiliary drive switch.

The present invention is based on the object of influencing the reaction of the ship when reversing in a targeted manner in that the skipper can make use of at least one reversing aid by means of which the time behavior of the ship is changed in a certain way. The main aim here is to improve the response times when starting off or during turning maneuvers, especially with low propeller shaft speeds.

The object underlying the invention is achieved in that in one operating mode (trolling) of the drive system, the clutch is completely closed after switching the direction of travel and the acceleration phase by transmitting a control signal which is the negative adjustment gradient of a control lever resulting from a reduction in the trolling speed is ended to the control electronics by transferring the clutch into the regulated slip mode. This solution is a manual reversing aid that is selected by the skipper by pressing a selection button on the control station. In start-up or turning maneuvers in trolling mode, the clutch is completely closed after switching the direction of travel. This accelerates the ship with a thrust corresponding to the prevailing engine speed. The master may end the acceleration phase if the ship reacts sufficiently. In a preferred embodiment, the end of the acceleration phase is tied to an adjustment movement of the driving switch (control lever). When the "end of acceleration" concept is presented, the skipper usually reacts by adjusting the control lever in the sense of "reducing the drive speed". This reaction is used by ending the acceleration phase by slightly reducing the trolling speed. A control signal is transmitted to the control electronics when a negative adjustment gradient of the setpoint generator for the trolling speed is generated. The control electronics then convert the clutch to slipping, regulated operation, so that a trolling speed is set automatically. The ship's reaction in trolling operation is significantly improved during approach and turning maneuvers. The control electronics can interact with the slipping clutch in such a way that the clutch is protected against thermal overload.

Another solution to the problem is, according to the invention, that in one operating mode (trolling) of the drive system, the clutch is completely closed after switching the direction of travel and the acceleration phase by transmitting a control signal, which indicates that a defined ship speed has been reached, to the control electronics when the clutch is closed is ended by setting the speed of the propeller shaft to a trolling speed. It is advantageous here to derive the control signal for the control electronics from the ship's speed. When a desired ship speed is reached, the control signal is generated or delivered to the control electronics. In a preferred solution, the target ship speed is preselected, for example, using the travel switch. With the help of a suitable measuring element, the ship's speed is determined and the control signal is derived from the target / actual value comparison. Either the relative speed of the ship against the water or the absolute speed of the ship above ground can be used. The first option mentioned is advantageous, for example, when rescuing an accident victim, while the other option is used in the area of fixed systems. With this proposal, a possible reversal aid can be automated.

Finally, another solution to the problem is that in one operating mode (trolling) of the drive system, the clutch is closed so far that the preselected trolling speed and direction of rotation is set on the propeller shaft and the control electronics in the transition area, in which the propeller also can be driven as a turbine that keeps the propeller shaft speed constant. With this solution, the preselected trolling speed and direction of rotation are automatically set on the propeller. Then the control electronics stops with the help of Control and sensor means the propeller speed constant, taking into account the fact that the propeller can be driven as a turbine in a transition region during the reversing process. As mentioned, this reversing aid can be automated and is particularly suitable for maneuvers in which the ship's speed is to be increased slowly.

In a preferred embodiment of a control system, the control station has a means for preselecting a desired reversal sequence. This means can consist, for example, of a selector switch, which is preferably designed as a light button. By pressing the button, a certain reversal sequence can be selected, which then runs semi-automatically or fully automatically when the ship starts or reverses. In the case of the reversing aid, which is to be initiated manually, mentioned above, the control lever is briefly actuated to adjust the trolling speed. With this adjustment, a negative adjustment gradient is generated.

An advantageous design of the control for selecting the travel speed via a control lever, with which the engine speed is adjusted in travel mode, is that in a region of the path of the control lever in which the engine speeds permissible for slow travel can be set, a superimposition of the setpoint - Make speed setting for slow travel mode. The overlay means that in this area, instead of or in addition to a change in the engine speed, a change in the propeller shaft speed, that is to say the trolling speed, takes place with priority. This superposition can advantageously be solved with known electrical means.

For an economical or environmentally friendly drive, it is advantageous to automatically assign a predetermined engine speed to a preselected propeller shaft speed for the slow travel mode. This assignment between a trolling speed and an engine speed can be made depending on specific operating parameters of the engine. These parameters can be, for example, the fuel consumption, an exhaust gas composition or other parameters.

Fig. 1

ein Schema eines Steuersystems;

Fig. 2 und 3

Ablaufdiagramme von Umsteuerhilfen;

Fig. 4 bis 6

verschiedene Drehzahldiagramme in Abhängigkeit des Schwenkwinkels eines Steuerhebels.

Fig. 7

schematische Darstellungen eines Steuerhebels, mit dem ein negativer Verstellgradient erzeugt wird;

   In Fig. 1 ist in stark vereinfachter, schematischer Darstellung ein Steuersystem zum Betreiben einer Antriebsanlage eines Schiffes dargestellt. Die Antriebsanlage hat mindestens einen Motor 1, dessen Abtriebswelle 2 mit einem Getriebe 3 verbunden ist. Innerhalb des Getriebe 3 sind in nicht näher dargestellter Weise Zahnräder angeordnet, die miteinander in kämmender Verbindung stehen. Ferner ist mindestens eine Kupplung 4 vorhanden. Die Kupplung 4 kann in drei Schaltzuständen betrieben werden: sie ist entweder vollständig geöffnet oder vollständig geschlossen sein. Ferner kann sie in einem geregelten Schlupfbetrieb betrieben werden. Bei der Kupplung 4 handelt es sich vorzugsweise um eine hydraulisch betätigbare, naßlaufende Lamellenkupplung. Mit Hilfe eines Kupplungs-Druckstellers 5 kann der Schlupfgrad der Kupplung 4 eingestellt werden. Vom Getriebe 3 führt eine Abtriebswelle, die mit Propellerwelle 6 bezeichnet wird, zu einem Propeller 7.An exemplary embodiment of the invention is explained in more detail below with reference to the drawings. Show it:

Fig. 1

a scheme of a tax system;

2 and 3

Flow diagrams of reversing aids;

4 to 6

Different speed diagrams depending on the swivel angle of a control lever.

Fig. 7

schematic representations of a control lever with which a negative adjustment gradient is generated;

In Fig. 1, a control system for operating a propulsion system of a ship is shown in a highly simplified, schematic representation. The drive system has at least one motor 1, the output shaft 2 of which is connected to a gear 3. Gearwheels are arranged within the transmission 3 in a manner not shown, which are in meshing connection with each other. Furthermore, there is at least one clutch 4. The clutch 4 can be in three switching states operated: it is either fully open or completely closed. It can also be operated in a regulated slip mode. The clutch 4 is preferably a hydraulically actuated, wet-running multi-plate clutch. With the help of a clutch pressure actuator 5, the degree of slippage of the clutch 4 can be adjusted. An output shaft, which is referred to as propeller shaft 6, leads from the transmission 3 to a propeller 7.

The speed of the output shaft 2 of the motor 1 can be detected via a speed sensor 8. Another speed sensor 9 is assigned to the propeller shaft 6 in order to detect its speed.

The transmission 3 is switched to forward or reverse travel with a travel direction controller 10. A temperature sensor 11 monitors the operating temperature of the clutch 4.

The speed sensors 8 and 9, the clutch pressure regulator 5 and the travel direction regulator 10 are connected to an electronic control unit 12. The gear 3 with the sensor and control means 8, 9, 11 and 5 and 10 can be combined to form a unit 13.

The electronic control unit is connected to a control station 15 via an electrical line 14. A connection of a sensor 16 for the ship's speed and a connection for a system connector 17, into which, if necessary, a device for system diagnosis can be connected, opens into line 14.

The control station 15 comprises a series of control, switching and adjusting elements. Specifically, this is a command transmitter 18 for the direction of travel, a setpoint transmitter 19 for the speed of the propeller shaft 6 in slow travel mode (trolling mode), a control lamp 20 which indicates to the skipper that the propulsion system is operating properly, and two warning lights 21 and 22, which signal deviations from normal operation. An operating switch 23 is used to select the operating mode "slow travel" (trolling) and a further operating switch 24 is provided in order to preselect a reversing aid. The button 25 is an emergency switch, and the button 26 turns the power supply on or off.

An essential feature of the invention is that the skipper has the possibility of making use of reversing aids in the slow travel mode, that is to say in the trolling mode (operating switch 23 is actuated). With the help of the operating switch 24, the skipper can preselect a specific reversing aid - depending on his needs. The preselected reversing aid is activated when a certain control signal is transmitted to the electronic control unit 12.

2 illustrates how a reversing aid, which runs semi-automatically, works. The ship is propelled at a certain engine speed, for example 900 rpm. First, the transmission 3 is shifted into reverse gear (second picture from above). The ship moves backwards in slow speed mode at a propeller shaft speed of 100 rpm. The clutch 4 operates in the controlled, slipping mode, that is, it is acted upon by a certain clutch pressure which causes a relative movement between the Lamella packs allowed (compare fourth picture from above). The absolute value of the propeller shaft speed corresponds to the target trolling speed of 100 rpm. The sign is negative because of the reverse drive. For example, the ship is moving at a reverse speed of three knots. If you now want to reverse from reversing, the gearbox is switched to the forward direction via a neutral position (second picture from above). The clutch pressure is completely reduced in the neutral position of the transmission. With the switching of the forward driving direction, the clutch is closed completely, so that the clutch pressure quickly reaches its maximum (compare fourth picture from above). The propeller shaft speed begins to increase and reaches its maximum in the present exemplary embodiment at 400 rpm. This speed value depends on the prevailing engine speed and the gear ratio. The ship's speed slows down, goes through zero and begins to increase in the forward direction (see bottom illustration).

When the clutch is fully closed, the ship is accelerated at a current propeller shaft speed which is dependent on various influences, for example the engine speed, the clutch pressure, the flow conditions, etc. The skipper observes the reaction of the ship. As soon as the ship reaction seems sufficient, he ends the acceleration phase in the following way:
A control lever 27, with which the trolling target speed is set, is briefly adjusted in the sense of a reduction in the set trolling target speed. During this brief withdrawal, a negative adjustment gradient is generated, which is transmitted to the control unit 12. This control signal is sent from the control unit 12 interpreted that the acceleration phase should be ended. The brief withdrawal of the set trolling target speed is indicated schematically (third illustration from above) by the fact that a notch can be seen in the otherwise straight-line characteristic of the trolling target speed. As soon as the control electronics have received the control signal, the clutch pressure is reduced to a value which corresponds to the clutch pressure, as it corresponds to the desired trolling speed or the propeller shaft speed or a desired ship speed.

The effectiveness of the reversal aid becomes clear when considering the lower illustration in FIG. 2. After switching the forward direction of travel and after passing through the ship's speed from zero, the ship's speed in the forward direction of travel increases relatively quickly until the ship's master ends the acceleration phase by generating the control signal in the manner described above. This time behavior is indicated by the solid thick lines in the illustration below. In comparison, the dashed line 28 shows the time behavior of the ship without reversing aid. It can be seen that the desired ship speed in the forward direction is reached at a comparatively much later time.

Another reversing aid, which is related to that explained above, consists in the fact that in trolling mode the clutch 4 is initially completely closed after switching the forward direction. This accelerates the ship with a thrust that is proportional to the selected engine speed. As soon as the ship takes into account the system dynamics has reached the desired speed, the control electronics 12 interrupts the acceleration with the clutch closed and adjusts the trolling speed on the propeller shaft until the desired speed is reached. The sensor 16 mentioned is used to determine the speed. In contrast to the first reversing aid, this type of reversing aid can run automatically.

A third possibility of a reversal aid can be seen from the illustration corresponding to FIG. 3. From the fourth illustration from above it can be seen that when the forward direction is switched, the clutch 4 is initially closed to such an extent that the preselected trolling speed and direction of rotation are set on the propeller shaft 6. The control electronics 12 also keep the propeller shaft speed constant, specifically against a turbine drive torque acting on the propeller 7. The reversing aid explained is particularly advantageous when maneuvers are to be carried out which require a slow increase in speed, as is desirable, for example, when towing.

A reversing aid can be selected or preselected with the operating switch 24. The control system according to the invention is particularly flexible when all reversing aids are available on request. In this case, the skipper has the option of preselecting one of a total of three available reversing aid 4 via the operating switch 24. In this case the propulsion system of the ship is suitable for every situation for practical conditions.

The diagrams corresponding to FIGS. 4 to 6 show the speed ratios as a function of the swivel angle of the control levers assigned to them. 4 is based on a deck switch which has two control levers. A first control lever allows you to switch a certain direction of travel and set a certain engine speed. Another control lever allows the setting of a specific target trolling speed.

5 is based on a deck switch with a control lever. This control lever can be used to preselect a specific direction of travel and a specific engine speed. In the area in which engine speeds can be set that are also permissible or suitable for trolling operation, the arrangement is such that the setpoint setting for a trolling speed is automatically superimposed with priority. These areas, in which the vehicle is then driven in slow travel mode, are shown with dashed lines 31. It is advantageous that the speeds are superimposed so that a minimum trolling speed is set at a minimum motor speed. The maximum permitted engine speed in trolling mode is then assigned the maximum possible trolling speed.

6 is based on a deck switch, which can have either one or two control levers. In travel mode, the direction of travel is switched with one or both control levers and an engine speed is set (solid line). In trolling mode, a control lever can be used to specify the trolling propeller shaft speed (dashed line Lines). The electronic control unit 12 or separate engine electronics assign a predetermined engine speed to a preselected trolling speed. This assignment takes place depending on certain operating parameters of the engine or the transmission. These operating parameters are characteristic parameters, such as fuel consumption, the thermal load on the clutch or exhaust emission values.

In Fig. 7, the control lever 27 or drive switch with which a trolling speed can be set is shown schematically. The control lever 27 can be pivoted between two end positions (for example 0% and 100%). In a sector 29 which adjoins an end position (0%), the control lever 27 can only be pivoted against resistance, for example the force of a compression spring 30, in the sense of a further reduction. This measure ensures that a negative adjustment gradient can also be generated when the control lever 27 is in an end position from which a further reduction in the desired trolling speed is actually no longer possible. The measure explained above increases the passive safety of the system.

Reference numerals

1

engine

2nd

Output shaft

3rd

transmission

4th

clutch

5

Clutch pressure regulator

6

Propeller shaft

7

propeller

8th

Speed sensor

9

Speed sensor

10th

Direction switch

11

Temperature sensor

12th

Control electronics

13

Unit

14

electrical line

15

Control station

16

Ship speed sensor

17th

System connector

18th

Commanders

19th

Setpoint generator

20th

Indicator lamp

21

Warning light

22

Warning light

23

Operation switch

24th

Operation switch

25th

button

26

button

27

Control lever, drive switch

28

dashed line

29

sector

30th

Compression spring

31

dashed line

Claims (8)

1. Control system for operating a drive installation in a ship with at least one engine (1) which drives a propeller shaft (6) via a gearbox (3) with at least one regulable clutch (4) for forward and backward motion, with control and sensor means (5, 8, 9, 10, 11, 12, 16, 17, 27) for influencing the rotational speed of the engine and/or the degree of slipping of the clutch (4) with at least one control station (15) with control means (18 - 26) for setting the direction of motion and speed of the ship by actuating at least one control lever (27) and also control electronics (12) for processing input and output signals, characterized in that, in one type of operation (slow motion mode or trolling) of the drive installation, the clutch (4) is completely closed after switching the direction of motion and the acceleration phase is ended by transmitting a control signal, which is the negative adjusting gradient of a control lever resulting from a reduction of the trolling rotational speed, to the control electronics (12) by bringing the clutch (4) over into the regulated slipping operation.
2. Control system according to the pre-characterizing clause of claim 1, characterized in that, in one type of operation (slow motion mode or trolling) of the drive installation, the clutch (4) is completely closed after switching the direction of motion, and the acceleration phase is ended by transmitting a control signal, which indicates that a defined speed of the ship has been reached, to the control electronics (12), with the clutch (4) closed, by setting the rotational speed of the propeller shaft (6) to a trolling rotational speed.
3. Control system according to the pre-characterizing clause of claim 1, characterized in that, in one type of operation (slow motion mode or trolling) of the drive installation, the clutch (4) is closed to an extent such that the preselected trolling rotational speed and direction of rotation is set at the propeller shaft (6) and the control electronics (12) keep the preselected rotational speed of the propeller shaft constant in the transitional range in which the propeller (7) is able to act as a turbine.
4. Control system with a control station (15) via which the manner of operation of the drive installation is controllable, as claimed in one of claims 1, 2 or 3, characterized in that means (operating switch 24) are present for preselecting a reversing sequence.
5. Control system with at least one control station (15) with at least one control lever, which is pivotable between two end positions for the purpose of selecting the speed of motion, as claimed in claim 1, characterized in that the control lever (27) is adjustable, in a range bordering on one of the end positions, against a resistance.
6. Control system with at least one control station (15) with a control lever for selecting the speed of motion by adjusting the rotational speed of the engine in the cruise mode, as claimed in claims 1 to 3, characterized in that, in one range of the control lever, in which rotational speeds of the engine which are admissible for slow motion can be set, superimposition of the setting of the ideal value for the rotational speed of the propeller shaft takes place with priority, so that the drive installation is operated in the slow motion mode in this range.
7. Control system according to claim 6, characterized in that the superimposition is effected by electrical means.
8. Control system according to one of claims 1, 2 or 3, characterized in that a rotational speed of the engine which is dependent upon operating parameters is automatically assigned to a preselected rotational speed of the propeller shaft by the control electronics (12).

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