JP2007509292A - Decoupling clutch especially for ships - Google Patents

Abstract

For example, a stand-alone decoupling clutch (10) is used for the drive shaft of a ship. The clutch (10) is separated from an arbitrary gear box and the like, and has one clutch region that does not change the rotation direction of the drive shaft and allows slipping at an arbitrary speed or torque. The electronic control system (44) controls the slip of the clutch (10) to perform low speed operation, high energy launch, power transmission device protection, and the like. The slip speed is detected by detecting the input shaft speed (38) and the output propeller speed (40) and changing the hydraulic pressure by the clutch compression piston by opening the direct acting high flow electric hydraulic solenoid (36) accordingly. Be controlled.
[Selection] Figure 2

Description

Field of Invention

  The present invention relates to a decoupling clutch especially for ships.

Background of the Invention

  In most existing marine drives in the marine vessel, the marine engine is coupled to the propeller via a gearbox that provides a single gear ratio. The speed of the ship is controlled by controlling the engine speed via the throttle. Generally speaking, a ship is geared to run most efficiently at its intended sailing speed. Large yachts may be designed to cruise at 35 to 40 knots, so gears are provided to be most efficient and controllable at or near that speed. It has been. However, a problem with such a configuration is that it is difficult for such a ship to operate at low speeds that may be required, for example, when docking a ship. For example, if the lowest speed at which a boat can run satisfactorily is about 10 knots, it is very difficult to dock the boat safely. In some cases, it is also desirable to have a low gear ratio in applications that require an increase in torque, or applications that require low speed operation (trolling), and high gear ratios in high speed operation. To deal with this problem, many multi-stage drive transmissions have been proposed on ships, but these transmissions mainly face many issues related to transmission cost, size, and complexity. . For example, US Pat. No. 6,350,165 discloses a ship that incorporates two forward speed and one reverse speed transmissions that are based on driven gearing and are relatively costly.

  A further problem that arises with ships is “cranking” that occurs when the ship enters forward gear or reverse gear. It's not a serious problem from an operational point of view, but obviously people who spend a lot of money on buying a ship, especially those who are at the end of an expensive market, say "Crank (Gachan) There is a possibility of expecting to obtain a transmission system that does not generate sound).

  The purpose of the present invention is to address or mitigate at least some of the problems of the prior art.

  Any descriptions of documents, laws, materials, devices, articles, etc. contained herein are merely intended to give context in the present invention. If some or all of these matters existed before the priority date of each claim of this application, it forms part of the prior art base or is common in the field relevant to the present invention. It should not be considered a confession that it was general knowledge.

Summary of the Invention

  In a first broad aspect, the present invention relates to the provision of a decoupling clutch on a drive shaft, most preferably a drive shaft such as a ship. The decoupling clutch is separated from the transmission and is not associated with a gear box or the like. The clutch does not change the direction of rotation of the drive shaft and has one clutch region.

  The advantage of having one clutch area is that the clutch can slide at any speed or torque. This also allows for a high energy launch and power transmission device protection.

  A control system is provided to control clutch slip. The clutch slip speed is controlled by monitoring both the input shaft speed and the output propeller speed. The output speed may be used as an input to control the slip speed, thereby allowing clutch slip at any speed and torque.

  In a preferred aspect, the present invention is a decoupling clutch system for use on a ship, wherein the system has a clutch area and is decoupled from a gear box or the like and is not associated with the gear box or the like. A decoupling clutch system including an input shaft connected to and operated by a ship drive shaft, the input shaft being arranged to drive an output shaft via the decoupling clutch, the output shaft being In use, it is operably connected to the ship's propeller, jet drive, etc., the decoupling clutch system is a piston etc. for controlling the engagement of the clutch, the control system, the input shaft speed is monitored and the input shaft Means for communicating the speed to the control system and monitoring the output shaft speed to output the speed to the control system And the control system monitors both the input shaft speed and the output shaft speed, and adjusts the clutch slippage by adjusting the engagement force in the clutch and adjusting the clutch slip accordingly. A decoupling clutch system is provided that is arranged to control.

  A decoupling clutch generally includes an input shaft and a friction plate splined to the input shaft. The driving force is applied to the output shaft through a clutch plate splined to the clutch drum, and the clutch drum is splined to the output shaft. Alternatively, the output shaft and the input shaft may be reversed. In this case, the friction plate is splined to the output shaft. A piston or the like may be provided to press the friction plate and the clutch plate together to transmit the driving force from the input shaft to the output shaft.

  In a preferred embodiment, the force applied by the piston is controlled by controlling the pressure in the piston using a direct acting high flow electric hydraulic solenoid. Biasing means such as a return spring may be provided to release the piston.

  The control system generally monitors the driver input, input speed, and output speed, and controls the output speed by controlling the piston pressure. Various modes may be programmed into the control means that automatically controls the piston using feedback from sensors in order to operate the system in the right mode-usually trolling, docking, etc.

  The present invention provides many important advantages over existing systems. By controlling the slipping of the clutch or the disengagement of the clutch during transmission of the gear meshing in the forward rotation direction or the reverse rotation direction, it is possible to eliminate “crank”. Controlling slip across the clutch automatically corrects clutch wear / clearance, oil type, oil degradation, oil level and is not affected by temperature.

  By controlling the slip speed and accompanied by one clutch area, the clutch can slide at any speed or torque, achieving a high energy launch and the ship's propeller is obstructing the seabed, branches, rocks, etc. Protect the ship's power transmission device when in contact with objects.

  Similarly, clutch slip control may be used in the low speed operation of a ship because of the trolling and docking functions that do not require two more complex and expensive speed gearboxes (transmissions).

  In addition, the present invention reduces the load on the engine by slipping the clutch, thereby increasing the engine speed to the maximum torque before the clutch is locked. “Hi-launch energy” It also allows further functions in the form of a “mode”.

Detailed Description of the Preferred Embodiment

  Specific embodiments of the present invention will now be described by way of example with reference to the accompanying drawings.

  Referring to FIG. 1, a marine decoupling clutch (separation clutch) 10 for a ship embodying the present invention is shown. A clutch is accommodated in the casing 11. The input unit in the form of a rotating shaft having torque gives a driving force to the input shaft 14 via the damper 12.

  The input shaft 14 is connected to the output shaft 26 via the clutch means 18.

  The clutch means 18 includes a friction plate 20 that is splined to the input shaft 14. One clutch region is provided. The driving force is applied to the output shaft 16 via a clutch steel plate 22 splined to the clutch drum 24, and the clutch drum 24 is splined to the output shaft 16. The clutch also includes a piston 26 arranged to provide a force to compress the friction plate 20 and the steel plate 22 together. There is a drive path in the clutch only when the friction plate 20 and the steel plate 22 are both pressed by the piston.

  The force applied by the piston is controlled by controlling the pressure in the piston using a direct acting high flow electric hydraulic solenoid 36 (see FIG. 2). When no pressure is supplied, the return spring 30 pushes the piston. Pressure is supplied to the solenoid via an axially mounted pump 28 connected to a regulating valve. The system includes a centrifugal dam 34 to prevent self-applying of the clutch due to rotational speed.

  Referring to FIG. 2, the system includes an embedded control system that monitors driver inputs and includes an input speed sensor 38, an output speed sensor 40, and a temperature sensor 42, the signals of these sensors being slips. It is supplied to an electronic control unit 44 that controls the speed (output speed-input speed). The control system controls the output speed by piston pressure control via an electrical signal sent to the electric hydraulic solenoid 36. The electronic control unit may receive input signals indicating the throttle position 26 and gear position 48 of the engine. The system can be operated in various modes, for example with docking energy, trolling energy, hi-launch energy, via CAN / BUS50, from any suitable input such as buttons, levers, radio controls, etc. You may receive an electronic request for. In the high launch energy mode, the engine speed is increased as the decoupling clutch is disengaged, and then the clutch is engaged (engaged) to give a sudden thrust to the vessel.

  Thus, the present invention provides a stand-alone controllable clutch that is completely independent of the marine transmission. The system does not change the direction of rotation of the transmission shaft.

  The system may be attached to any type of marine propulsion system, such as a jet drive or outboard motor, and serves as a speed controller in this propulsion system. The system does not change the driving direction and is not affected by the direction of rotation.

  Also, the clutch may be used to protect the power transmission device of the ship by realizing slip when the propeller of the ship comes into contact with an obstacle such as a branch, the seabed, or a rock. The clutch may be used to maintain a continuous slip and achieve a high energy launch. In this high energy launch, the engine is driven at high rpm with clutch slip, and then the clutch is engaged and the ship is accelerated rapidly.

  Figures 3a-3d schematically illustrate the use of a decoupling clutch in many different ships with different drive systems. FIG. 1 illustrates the use of the decoupling clutch 10 in a boat 302 driven by an outboard motor 304. In this case, the decoupling clutch is installed on the drive shaft 306 between the motor 308 and the propeller 310.

  FIG. 3 b shows the use of the decoupling clutch 10 in an internal / externally driven boat 320. In this case, the decoupling clutch 10 is disposed between the inboard engine 322 and the outboard drive 324.

  FIG. 3c shows a further boat 340 that includes a shaft drive. In this case, the decoupling clutch is disposed on the output shaft between the engine / transmission 324 and the propeller 344. Although an inline shaft drive is shown, the decoupling clutch may be used with an offset shaft drive and a step-down shaft drive.

  FIG. 3d shows a boat 360 with a V drive system. In this case, the decoupling clutch is installed on the drive shaft 361 between the engine 362 and the propeller drive 364.

  The above is only an example, and the system may be used in a ship having other types of drive systems.

  As will be appreciated by those skilled in the art, many variations and / or modifications may be made to the invention shown in the specific embodiments without departing from the spirit or scope of the invention as broadly described. . Accordingly, the present embodiments should be considered as illustrative in all respects and not as restrictive.

It is sectional drawing of the decoupling clutch which embodies this invention. 2 illustrates the decoupling clutch of FIG. 1 and an associated control system. Fig. 2 schematically shows the use of the decoupling clutch of Fig. 1 in various ships with different transmission systems. Fig. 2 schematically shows the use of the decoupling clutch of Fig. 1 in various ships with different transmission systems. Fig. 2 schematically shows the use of the decoupling clutch of Fig. 1 in various ships with different transmission systems. Fig. 2 schematically shows the use of the decoupling clutch of Fig. 1 in various ships with different transmission systems.

Claims (8)

A decoupling clutch system for use on a ship,
Including a decoupling clutch that has one clutch region and is not associated with a gear box or the like separated from the gear box or the like;
An input shaft connected to the drive shaft of the ship for operation is arranged, and this input shaft is arranged to drive the output shaft via the decoupling clutch, and the output shaft is used in the ship propeller or jet drive in use Operably connected, etc.
Piston and the like for controlling the engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, and a system for monitoring the output shaft speed and controlling the output shaft speed Means for transmitting to the clutch, and the control system monitors both the input shaft speed and the output shaft speed and adjusts the engagement force in the clutch and adjusts the clutch slip accordingly, thereby Is arranged to control the decoupling clutch system.   The decoupling clutch system of claim 1, wherein the engagement force in the clutch provided by the piston is controlled by controlling the pressure in the piston using a direct acting high flow electrohydraulic solenoid.   The decoupling clutch system according to claim 1, further comprising an urging means such as a spring that urges the clutch to disengage.   A friction plate is spline-coupled to the input shaft, and a driving force is applied to the output shaft via a clutch plate spline-coupled to the clutch drum, and the clutch drum is spline-coupled to the output shaft. The decoupling clutch system according to any one of the above.   The friction plate is spline-coupled to the output shaft, the driving force is applied from the input shaft through the clutch plate spline-coupled to the clutch drum, and the clutch drum is spline-coupled to the input shaft. The decoupling clutch system according to any one of the above. A marine vessel characterized by a decoupling clutch system, including a drive unit including an engine, a transmission, and an output shaft to a propeller, jet drive, etc.
The decoupling clutch stem includes a decoupling clutch that has one clutch region and is separated from the gear box and is not associated with the gear box or the like, and the decoupling clutch system is connected to the drive shaft of the ship and operates. The input shaft is arranged to drive the output shaft via a decoupling clutch, and the output shaft is operatively connected to a ship propeller, jet drive, etc., and a decoupling clutch system A piston for controlling the engagement of the clutch, a control system, means for monitoring the input shaft speed and transmitting the input shaft speed to the control system, and monitoring the output shaft speed to determine the output shaft speed. Means for communicating to the control system, wherein the control system includes both input shaft speed and output shaft speed. Vessel with monitored, by adjusting the clutch slip accordingly by adjusting the engagement force in the clutch, which is arranged to control the clutch slippage to.   The decoupling clutch system of claim 6, wherein the engagement force in the clutch provided by the piston is controlled by controlling the pressure in the piston using a direct acting high flow electrohydraulic solenoid. The decoupling clutch system according to claim 6 or 7, comprising biasing means such as a spring that biases the clutch so as to be disengaged.

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