EP4545398B1 - Schiffsantriebssystem - Google Patents

Schiffsantriebssystem

Info

Publication number
EP4545398B1
EP4545398B1 EP23205494.0A EP23205494A EP4545398B1 EP 4545398 B1 EP4545398 B1 EP 4545398B1 EP 23205494 A EP23205494 A EP 23205494A EP 4545398 B1 EP4545398 B1 EP 4545398B1
Authority
EP
European Patent Office
Prior art keywords
electrically controlled
valve
propulsion system
hydraulic area
control
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.)
Active
Application number
EP23205494.0A
Other languages
English (en)
French (fr)
Other versions
EP4545398A1 (de
Inventor
Andreas Kang
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.)
Volvo Penta AB
Original Assignee
Volvo Penta AB
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 Volvo Penta AB filed Critical Volvo Penta AB
Priority to EP23205494.0A priority Critical patent/EP4545398B1/de
Priority to US18/910,817 priority patent/US20250128805A1/en
Priority to CN202411452073.4A priority patent/CN119872852A/zh
Publication of EP4545398A1 publication Critical patent/EP4545398A1/de
Application granted granted Critical
Publication of EP4545398B1 publication Critical patent/EP4545398B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • 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
    • B63H23/06—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/10—Monitoring properties or operating parameters of vessels in operation using sensors, e.g. pressure sensors, strain gauges or accelerometers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/40—Monitoring properties or operating parameters of vessels in operation for controlling the operation of vessels, e.g. monitoring their speed, routing or maintenance schedules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/14—Use of propulsion power plant or units on vessels the vessels being motor-driven relating to internal-combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H2020/005—Arrangements of two or more propellers, or the like on single outboard propulsion units
    • B63H2020/006—Arrangements of two or more propellers, or the like on single outboard propulsion units of coaxial type, e.g. of counter-rotative type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
    • 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 disclosure relates generally to a propulsion system.
  • the disclosure relates to a marine propulsion system for a marine vessel.
  • the disclosure can be applied to marine vessels, such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types.
  • marine vessels such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types.
  • the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.
  • Marine propulsion systems for a marine vessel often have an engine providing torque to one or more propellers driving the marine vessel with different speeds.
  • some kind of transmission and a clutch are arranged for transferring power between the engine and the propellers.
  • the main design criteria of the clutch are to be able to transfer maximum driveline torque without slippage of the clutch.
  • a marine propulsion system for a marine vessel comprising
  • control unit is configured to control the electrically controlled proportional pressure valve independently of the electrically controlled on/off valve, or the control unit is configured to control the electrically controlled on/off valve independently of the electrically controlled proportional pressure valve.
  • a technical benefit may include that a higher degree of control is obtained for the propulsion system over a larger range of different speed of the marine vessel by, for instance only pressurizing the first hydraulic area during lower speed.
  • the compressive force on the clutch plate may be reduced which increases resolution in a control pressure.
  • Improved resolution of control signal improves slip control performance for the propulsion system.
  • a technical benefit may include that an operator may provide different input for maneuvering the marine vessel.
  • control unit is operatively connected with the input unit.
  • a technical benefit may include that the control unit controls the propulsion system in accordance to the input so that no slippage of the clutch is experience independent of which speed is provided.
  • the first hydraulic area is substantially equal in size to the second hydraulic area, the first hydraulic area being smaller than the second hydraulic area, or the first hydraulic area being larger than the second hydraulic area.
  • the clutch arrangement may be further optimized for providing a higher degree of control of the clutch arrangement and thereby the propulsion system.
  • control unit comprises a current controller
  • the current controller is configured to closed-loop current control the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve.
  • a technical benefit may include that the control of the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve is increased.
  • a technical benefit may include that the actuation pressure of the piston may be detected and measured.
  • control unit comprises an actuation pressure controller.
  • a technical benefit may include that the control of the actuation pressure to the piston is increased.
  • the one or more pressure sensors are operatively connected with the actuation pressure controller.
  • a technical benefit may include that the control of the actuation pressure to the piston is increased.
  • the pressure sensor(s) is/are configured to measure forward and/or reverse actuation pressure, the measured actuation pressure is used as feedback to the actuation pressure controller.
  • a technical benefit may include that the control of the actuation pressure to the clutch piston is increased.
  • the actuation pressure controller is configured to control the actuation pressure of the clutch arrangement by a closed-loop control.
  • a technical benefit may include that the control of the actuation pressure to the piston is increased.
  • control unit further comprises a propeller speed controller.
  • a technical benefit may include that control of the propeller speed is increased.
  • At least one preferred example further comprises an engine controller configured to control an engine speed so as to avoid region with slip-stick near full clutch engagement.
  • an engine controller configured to control an engine speed so as to avoid region with slip-stick near full clutch engagement.
  • a technical benefit may include that the engine is controlled in view of slip-stick of the clutch.
  • a marine vessel comprising a marine propulsion system as describe above.
  • the second aspect of the disclosure may seek to provide improved control from low speed to full speed of the marine vessel and thereby to improve slip control performance and thereby a higher degree of utilization of the marine propulsion system during all speed of the marine vessel.
  • the propulsion system may use less consumption during the different speed and thereby being more sustainable.
  • Marine propulsion systems for a marine vessel with an engine providing torque to one or more propellers driving the marine vessel with different speeds also have a transmission and a clutch for transferring power between the engine and the propellers.
  • the main design criteria of the clutch are to be able to transfer maximum driveline torque without slippage of the clutch.
  • Unintended clutch slippage is a faulty condition in which there is not enough friction in the clutch whereby the clutch may fail to adequately engage or disengage the transmission. The consequence may be that propulsion system in these circumstances not are transferring the intended torque to drive the marine vessel.
  • the clutch piston has been divided into a first hydraulic area and a second hydraulic area that may be pressurized individually.
  • the first hydraulic area is pressurized via an electrically controlled proportional pressure valve.
  • the compressive force on the clutch plate may be reduced which increases resolution in a control pressure.
  • Improved resolution of control signal improves slip control performance for the propulsion system.
  • the first hydraulic area is utilized when slippage shall be controlled at low load.
  • the second hydraulic area may be pressurized independently of the first hydraulic area by opening an electrically controlled on/off valve.
  • the clutch can transfer full engine power without slippage.
  • the electrically controlled on/off valve pressurizing the second hydraulic area it may be possible to engage the transmission based on a degree of clutch slippage.
  • the speed difference over the clutch may be used to decide if the electrically controlled on/off valve shall be opened or closed. This is an advantage compared to other solutions.
  • gear engagement is not affected by changing load conditions like wind, current, and/or changes in propeller size, which also provide an advantage compared to prior solutions.
  • FIG. 1 is an exemplary marine propulsion system 1 according to an example.
  • the marine propulsion system 1 is configured to be comprised on a marine vessel 100.
  • the marine propulsion system 1 comprises an engine 2.
  • the engine 2 is an internal combustion engine.
  • the combustion engine may be any type of internal combustion engine driven by e.g. diesel, gasoline, natural gas, hydrogen or any other combustible fuel.
  • the marine propulsion system may also comprise a parallel hybrid driveline, so that one engine 2 and one or more electric motor(s) are sharing the load.
  • the engine 2 is provided outside the marine vessel 100 as an outboard engine 2.
  • the engine is provided outside the marine vessel 100 as an outboard engine 2.
  • the engine many be arranged on the marine vessel 100 as an inboard engine.
  • the propulsion system 1 may comprise one engine or a plurality of engines.
  • the propulsion system 1 also comprises a propeller unit 3 comprising one or more propellers 4a, 4b.
  • the propeller unit 3 has a first propeller 4a and a second propeller 4b.
  • the propeller unit may comprise one propeller or a plurality of propellers. If two or more propellers are arranged they may be arranged as counter-rotating propellers for instance.
  • the propulsion system 1 comprises a transmission 5 arranged between the engine 2 and the propeller unit 3 to ensure that the intended rotation is provided to the propeller unit 3.
  • the transmission 5 may comprises one or more gear(s).
  • a hydraulic clutch arrangement 6 is arranged.
  • the clutch arrangement 6 is configured to control a power transfer between the engine 2 and the propeller unit 3.
  • the propulsion system 1 also comprises a control unit 7.
  • the control unit 7 is arranged in the relation to the engine 2, however, in other examples it may be arranged onboard the marine vessel 100 or in relation to other components of the propulsion system 1.
  • the clutch arrangement 6 comprises a clutch plate 8 and a clutch piston 9, the clutch piston 9 is configured to be actuated by a first hydraulic area 10 and/or a second hydraulic area 11.
  • the first hydraulic area 10 is pressurized by an electrically controlled proportional pressure valve 12 and the second hydraulic area 11 is pressurized by an electrically controlled on/off valve 13,
  • the control unit 7 is operatively connected with the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13, and is configured to control the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13.
  • Dividing the hydraulic area into two smaller sections and selectively pressurizing only the first hydraulic area 10 can effectively reduce the compressive force on the clutch plate. This heightened precision in control pressure ultimately enhances the slip control performance for the propulsion system 1. In low-speed scenarios where slip control is required at low loads, the first hydraulic area 10 may be utilized.
  • the independent pressurization of the second hydraulic area 11 can be achieved by activating an electrically controlled on/off valve 13. Once the entire piston is simultaneously pressurized by both hydraulic areas 10, 11, the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13 may be fully opened to facilitate seamless transfer of full engine power via the clutch, without any slippage.
  • the propulsion system 1 further comprising an input unit 14 for adjusting a speed of the marine vessel 100 in a forward direction and/or in a reverse direction of the marine vessel.
  • the control unit 7 is operatively connected with the input unit 14 so that the control unit 7 may control the propulsion system 1 in accordance with the input so that the desired thrust is always provided.
  • the input unit 14 is in the example arranged on the marine vessel 100.
  • FIG. 2 an exemplary of a marine propulsion system 1 according to another example is shown.
  • the propulsion system 1 has the engine 2, the propeller unit 3 with one or more propellers. Furthermore, the transmission 5 is arranged between the engine 2 and the propeller unit 3 to ensure that the intended rotation is provided to the propeller unit 3.
  • the hydraulic clutch arrangement 6 is configured to control the power transfer between the engine 2 and the propeller unit 3.
  • the clutch arrangement 6 comprises the clutch plate 8 and the clutch piston 9, the clutch piston 9 is configured to be actuated by the first hydraulic area 10 and/or the second hydraulic area 11.
  • the first hydraulic area 10 is pressurized by the electrically controlled proportional pressure valve 12 and the second hydraulic area 11 is pressurized by the electrically controlled on/off valve 13, and the control unit 7 is operatively connected with the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13.
  • the control unit 7 may be configured to control the electrically controlled proportional pressure valve 12 independently of the electrically controlled on/off valve 13, or the control unit 7 is configured to control the electrically controlled on/off valve 13 independently of the electrically controlled proportional pressure valve 12.
  • the first hydraulic area 10 is substantially equal in size to the second hydraulic area 12.
  • FIG. 3 shows an example of the clutch arrangement 6.
  • the clutch arrangement 6 comprises the clutch plate 8.
  • one clutch plate 8 is arranged.
  • two or more clutch plates may be arranged in the clutch arrangement 6.
  • the clutch plate 8 is activated by the clutch piston 9.
  • the clutch piston 9 is configured to be actuated by the first hydraulic area 10 and/or the second hydraulic area 11.
  • the first hydraulic area 10 is smaller than the second hydraulic area 11.
  • the first hydraulic area may be larger than the second hydraulic area.
  • the first hydraulic area 10 is pressurized by the electrically controlled proportional pressure valve 12 and the second hydraulic area 11 is pressurized by the electrically controlled on/off valve 13, and the control unit 7 is operatively connected with the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13.
  • a pump 15 is delivering a hydraulic fluid to the first hydraulic area 10 via the electrically controlled proportional pressure valve 12, and the second hydraulic area 11 via the electrically controlled on/off valve 13, respectively.
  • a hydraulic tank 16 is arranged in fluid communication with the pump 15.
  • the input unit 14 is operatively connected with the control unit 7.
  • a pressure sensor 17 is configured to measure an actuation pressure of the clutch arrangement 6.
  • the pressure sensor 17 is arranged in connection with the clutch piston 9.
  • the pressure sensor 17 may be arranged in connection with other components of the clutch arrangement 6 for measuring and/or detecting the actuation pressure of the clutch arrangement.
  • a plurality of pressure sensors may be arranged for measuring and/or detecting the actuation pressure at different positions and at different components of the clutch arrangement 6.
  • a shunt resistor 18 may be arranged in connection with the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13, the shunt resistor 18 is configured to measure a control current with a mA accuracy.
  • both the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13 have a shunt resistor 18.
  • control unit 7 comprises different sub-controllers which may control different components of the propulsion system 1 independently or in common.
  • the control unit 7 may comprise a propeller speed controller 21, the propeller speed controller 21 is configured to control the propeller speed on basis of the propeller speed references 200.
  • the input unit 14 is configured to receive an input signal indicative of a propeller speed and to issue a propeller speed reference 200 based on the input signal.
  • the actual propeller speed is detected at point 210 and is compared with the propeller speed references 200 in the propeller speed controller 21. If a difference between the propeller speed reference 200 and the detected propeller speed at 210 is observed the propeller speed controller 21 will control the propeller speed accordingly so that the actual propeller speed at 210 will correspond to the propeller speed reference 200. This may be provided with a closed-loop control.
  • the propeller speed controller 21 comprises a feed-forward speed part 30.
  • the feed-forward speed part 30 roughly calculate the pressure needed to reach intended rpm, under nominal load conditions.
  • the feed-back speed part of the propeller speed controller is intended to compensate for differences from nominal load conditions, due to current, fouling or dents on propeller(s), varying friction in transmission, etc.
  • the control unit 7 may also comprise an actuation pressure controller 20, the actuation pressure controller 20 is configured to control the actuation pressure on basis of the pressure reference 201 and/or the measured actuation pressure.
  • the one or more pressure sensors 17 are operatively connected with the actuation pressure controller 20.
  • the pressure sensor(s) 17 is/are configured to measure forward and/or reverse actuation pressure at point 211, the measured actuation pressure 211 is used as feedback to the actuation pressure controller 20.
  • the actuation pressure controller 20 is configured to control the actuation pressure of the clutch arrangement 6 by a closed-loop control. The actual actuation pressure is detected at point 211 and is compared with the pressure reference 201 in the actuation propeller controller 20.
  • the actuation pressure controller 20 will control the actuation pressure accordingly so that the actual actuation pressure at 211 will correspond to the pressure reference 201.
  • the actuation pressure controller 20 comprises a feed-forward pressure part 31. Based on pressure reference magnitude, the feed-forward pressure part 31 may calculate the current that shall be applied to the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13, to obtain the intended pressure. These calculations may be based on stated current to pressure characteristics of the electrically controlled proportional pressure valve 12 and the electrically controlled on/off valve 13.
  • the feed-back part of the actuation pressure controller is intended to compensate for differences from nominal valve characteristics due to variations in oil temperature, valve hysteresis, etc.
  • the control unit 7 may also comprise a current controller 19, the current controller 19 is configured to closed-loop current control the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13 on basis of the current reference 202.
  • the shunt resistors 18 may be arranged in connection with the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13, the shunt resistor 18 is configured to measure a control current at point 212 with a mA accuracy.
  • the current controller 19 is configured to closed-loop current control the electrically controlled proportional pressure valve 12 and/or the electrically controlled on/off valve 13 on basis of the measured control current 212 and/or the current reference 202.
  • the actual control current is detected at point 212 and is compared with the current reference 202 in the current controller 19. If a difference between the current reference 202 and the measured control current 212 is observed the current controller 19 will control the current accordingly so that the actual current at 212 will correspond to the current reference 202. As mentioned previously, the current controller 19 compensates for temperature variations in valve coils, and implements dithering to minimize hysteresis caused by stiction of a valve body.
  • the current controller 19 may have a control frequency of more than 500Hz, preferably more than 1kHz, more preferably more than 2kHz.
  • the current controller 19 may be configured to implement dithering of current 200Hz/ ⁇ 10mA to minimize hysteresis of the electrically controlled proportional pressure valve and/or the electrically controlled on/off valve.
  • the propulsion system 1 may further comprise an engine controller 40, the engine controller 40 is configured to control an engine speed on basis of propeller speed reference 200.
  • the engine controller 40 is configured to increase engine speed near full clutch engagement so that the clutch engagement is kept below where slip-stick behavior of the clutch disc may occur.
  • the engine controller 40 may be configured to reset engine speed to idle speed when the clutch is set for full engagement.
  • the engine controller is a feed forward controller.
  • the engine controller 40 may be operatively connected with the input unit 14. Also, the control unit 7 and the engine controller 40 may be operatively connected.
  • the current controller 19, the actuation pressure controller 20, the propeller speed controller 21 and/or the engine controller 40 may be operatively connected.
  • the controller 19 By combining the current controller 19, the actuation pressure controller 20 and the propeller speed controller 21 in the control unit 7, an increase of the robustness of slip control is provided.
  • the controllers together provides a very robust propeller low-speed control, with built in ability to protect the engine from overload and unintended stalling.
  • the propeller speed controller may not be utilized.
  • the desired pressure (controller input) is ramped from low to high level, to achieve smooth acceleration of the propeller into full engagement, when the electrically controlled on/off valve is engaged.
  • both the propeller speed controller 21, the actuation pressure controller 20 and the current controller 19 are used for controlling the different components of the system 1.
  • the actuation pressure controller 20 and the current controller 19 are used for controlling the different components of the system 1, but the propeller speed controller 21 and engine speed controller 40 may be disregarded the control situation.
  • a marine vessel 100 is shown.
  • the marine vessel 100 comprises the propulsion system 1 as described above.
  • the propeller unit 3 is configured to pull the marine vessel 100.
  • the propeller unit may be configured to push the marine vessel.
  • the engine 2 is an internal combustion engine arranged onboard the marine vessel 100.
  • FIG. 6 shows a schematic flow chart of the method of controlling a marine propulsion system 1 as described above.
  • step 500 a control unit is being provided and is operatively connected with the propeller unit, the transmission and the clutch arrangement.
  • step 501 an input signal is received from the input unit.
  • step 502 a propeller speed reference is issued based on the input signal in step 501.
  • step 503 the propulsion system is controlled on basis on the propeller speed references 200 during varying operations and/or speed of the marine propulsion system 1.
  • FIGS. 7-9 show schematic flow charts of the methods of controlling the different components of the propulsion system via the sub-controllers of the control unit 7.
  • step 600 the propeller speed reference is provided.
  • step 601 the actual propeller speed is detected or measured.
  • step 602 the actual propeller speed is compared with the propeller speed reference. If the actual propeller speed is substantial equal to the propeller speed reference it is continued to step 603. If the actual propeller speed is different from the propeller speed reference it is continued to step 604 wherein the propeller speed is either increased or decreased in view of the propeller speed reference.
  • the feed-forward speed part Based on speed reference magnitude, the feed-forward speed part roughly calculate pressure needed to reach intended rpm, under nominal load conditions.
  • the feed-forward speed part in step 600 feeds the calculated pressure to step 700.
  • the feed-back part is intended to compensate for differences from nominal load conditions, due to current, fouling or dents on propeller(s), varying friction of transmission, etc.
  • step 700 the actuation pressure reference is provided, for instance as described above.
  • step 701 the actual actuation pressure is detected or measured.
  • step 702 the actual actuation pressure is compared with the actuation pressure reference. If the actual actuation pressure is substantial equal to the actuation pressure reference it is continued to step 703. If the actual actuation pressure is different from the actuation pressure reference it is continued to step 704 wherein the actuation pressure is either increased or decreased in view of the actuation pressure reference.
  • the feed-forward pressure part Based on pressure reference magnitude, calculate the current that shall be applied to the pressure valves to get the intended pressure. Calculation is based on stated current to pressure characteristics of valve.
  • the feed-forward pressure part in step 700 feeds the calculated pressure to step 800.
  • the feed-back part is intended to compensate for differences from nominal valve characteristics due to variations in oil temperature, valve hysteresis, etc.
  • step 800 the current reference is provided.
  • step 801 the actual current is detected or measured.
  • step 802 the actual current is compared with the current reference. If the actual current is substantial equal to the current reference it is continued to step 803. If the actual current is different from the current reference it is continued to step 804 wherein the current is either increased or decreased in view of the current reference.
  • the current controller compensates for temperature variations in valve coils, and implements dithering to minimize hysteresis caused by stiction of a valve body.
  • a method for controlling a marine propulsion system 1 of the disclosure may comprising
  • Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

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)

Claims (15)

  1. Schiffsantriebssystem (1) für ein Wasserfahrzeug (100), umfassend
    - einen Motor (2),
    - eine Propellereinheit (3), umfassend einen oder mehrere Propeller (4a, 4b),
    - ein Getriebe (5), das zwischen dem Motor (2) und der Propellereinheit (3) angeordnet ist,
    - eine hydraulische Kupplungsanordnung (6), wobei die Kupplungsanordnung konfiguriert ist, um eine Leistungsübertragung zwischen dem Motor und der Propellereinheit zu steuern,
    - eine Steuereinheit (7),
    wobei die Kupplungsanordnung (6) eine Kupplungsscheibe (8) und einen Kupplungskolben (9) umfasst, der Kupplungskolben (9) zur Betätigung durch einen ersten Hydraulikbereich (10) und/oder einen zweiten Hydraulikbereich (11) konfiguriert ist, und wobei der erste Hydraulikbereich (10) durch ein elektrisch gesteuertes Proportionaldruckventil (12) mit Druck beaufschlagt wird und der zweite Hydraulikbereich (11) durch ein elektrisch gesteuertes Ein/Aus-Ventil (13) mit Druck beaufschlagt wird, die Steuereinheit (7) funktionsfähig mit dem elektrisch gesteuerten Proportionaldruckventil (12) und dem elektrisch gesteuerten Ein/Aus-Ventil (13) verbunden und konfiguriert ist, um das elektrisch gesteuerte Proportionaldruckventil (12) und das elektrisch gesteuerte Ein/Aus-Ventil (13) zu steuern.
  2. Schiffsantriebssystem (1) nach Anspruch 1, wobei die Steuereinheit (7) konfiguriert ist, um das elektrisch gesteuerte Proportionaldruckventil (12) unabhängig von dem elektrisch gesteuerten Ein/Aus-Ventil (13) zu steuern, oder die Steuereinheit (7) konfiguriert ist, um das elektrisch gesteuerte Ein/Aus-Ventil (13) unabhängig von dem elektrisch gesteuerten Proportionaldruckventil (12) zu steuern.
  3. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, ferner umfassend eine Eingabeeinheit (14) zum Einstellen einer Geschwindigkeit des Wasserfahrzeugs in Vorwärtsrichtung und/oder in Rückwärtsrichtung.
  4. Schiffsantriebssystem (1) nach Anspruch 3, wobei die Steuereinheit (7) funktionsfähig mit der Eingabeeinheit (14) verbunden ist.
  5. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, wobei der erste Hydraulikbereich (10) im Wesentlichen gleich groß ist wie der zweite Hydraulikbereich (11), wobei der erste Hydraulikbereich (10) kleiner ist als der zweite Hydraulikbereich (11) oder wobei der erste Hydraulikbereich (10) größer ist als der zweite Hydraulikbereich (12).
  6. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, wobei die Steuereinheit (7) eine Stromsteuerung (19) umfasst, die konfiguriert ist, um das elektrisch gesteuerte Proportionaldruckventil (12) und/oder das elektrisch gesteuerte Ein/Aus-Ventil (13) durch einen geschlossenen Stromregelkreis zu steuern.
  7. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, ferner umfassend einen oder mehrere Drucksensoren (17), die konfiguriert sind, um einen Betätigungsdruck der Kupplungsanordnung (6) zu messen.
  8. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, wobei die Steuereinheit (7) eine Betätigungsdrucksteuerung (20) umfasst.
  9. Schiffsantriebssystem (1) nach Anspruch 7, wobei der eine oder die mehreren Drucksensoren (17) funktionsfähig mit der Betätigungsdrucksteuerung (20) verbunden sind.
  10. Schiffsantriebssystem (1) nach einem der Ansprüche 7 bis 9, wobei der/die Drucksensor(en) (17) konfiguriert ist/sind, um einen Vorwärts- und/oder Rückwärtsbetätigungsdruck zu messen, wobei der gemessene Betätigungsdruck als Rückmeldung an die Betätigungsdrucksteuerung (20) verwendet wird.
  11. Schiffsantriebssystem (1) nach einem der Ansprüche 7 bis 10, wobei die Betätigungsdrucksteuerung (20) konfiguriert ist, um den Betätigungsdruck der Kupplungsanordnung (6) durch einen geschlossenen Regelkreis zu steuern.
  12. Das Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, ferner umfassend eine Propellerdrehzahlsteuerung (21).
  13. Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche, ferner umfassend eine Motorsteuerung (40), die konfiguriert ist, um eine Motordrehzahl zu steuern, um einen Bereich mit Slip-Stick bei vollem Kupplungseingriff zu vermeiden.
  14. Wasserfahrzeug (100), umfassend ein Schiffsantriebssystem (1) nach einem der vorherigen Ansprüche.
  15. Verfahren zum Steuern eines Schiffsantriebssystems (1) nach einem der Ansprüche 1 bis 13, umfassend
    Anordnen einer Kupplungsanordnung (6), umfassend eine Kupplungsscheibe (8) und einen Kupplungskolben (9), wobei der Kupplungskolben (9) zur Betätigung durch einen ersten Hydraulikbereich (10) und/oder einen zweiten Hydraulikbereich (11) konfiguriert ist, Druckbeaufschlagen des ersten Hydraulikbereichs (10) durch ein elektrisch gesteuertes Proportionaldruckventil (12),
    Druckbeaufschlagen des zweiten Hydraulikbereichs (11) durch ein elektrisch gesteuertes Ein/Aus-Ventil (13), wobei das elektrisch gesteuerte Proportionaldruckventil (12) unabhängig von dem elektrisch gesteuerten Ein/Aus-Ventil (13) oder umgekehrt gesteuert wird.
EP23205494.0A 2023-10-24 2023-10-24 Schiffsantriebssystem Active EP4545398B1 (de)

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EP23205494.0A EP4545398B1 (de) 2023-10-24 2023-10-24 Schiffsantriebssystem
US18/910,817 US20250128805A1 (en) 2023-10-24 2024-10-09 A marine propulsion system
CN202411452073.4A CN119872852A (zh) 2023-10-24 2024-10-17 船舶推进系统

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Publication number Priority date Publication date Assignee Title
US5766047A (en) * 1996-09-25 1998-06-16 Brunswick Corporation Twin propeller marine propulsion unit
JP4666152B2 (ja) * 2005-07-20 2011-04-06 トヨタ自動車株式会社 船艇の操船装置

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CN119872852A (zh) 2025-04-25
US20250128805A1 (en) 2025-04-24

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