US3887048A - Ship's propulsion plant - Google Patents

Ship's propulsion plant Download PDF

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Publication number
US3887048A
US3887048A US400661A US40066173A US3887048A US 3887048 A US3887048 A US 3887048A US 400661 A US400661 A US 400661A US 40066173 A US40066173 A US 40066173A US 3887048 A US3887048 A US 3887048A
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Prior art keywords
coupling
engine
gearshift sleeve
propeller
torque
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US400661A
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English (en)
Inventor
Ernst Jahnel
Erich John
Harold Sinclair
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Renk GmbH
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Messrs Zahnraderfabrik Renk Ak
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Priority claimed from DE19722247964 external-priority patent/DE2247964C3/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/06—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a clutch with a fluid or a semifluid as power-transmitting 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

Definitions

  • ABSTRACT Blix Assistant ExaminerGalen L. Barefoot Attorney, Agent, or Firm-Weingarten, Maxham & Schurgin [57] ABSTRACT A device for automatically isolating a ships propulsion plant from the propeller in emergency situations. When the tractive torque of the propeller acting oppo site to the direction of rotation of the engine exceeds a predetermined limiting value, a selectively engageable mechanical coupling which by-passes the hydrodynamic coupling is positively disconnected through the action of a safety coupling element.
  • a coarse-pitch screw coupling forces an axially movable gearshift sleeve into the engaged position via a spur-tooth gear coupling when transmitting forward engine rotation, and alternatively moves the sleeve to disengage the spur-toothed coupling when reverse torque exceeds the limiting value.
  • the invention relates to a ships propulsion plant having at least one diesel engine, a variable-filling hydrodynamic coupling connected between the engine and the propeller and a shiftable mechanical coupling to bypass the hydrodynamic coupling, and more particularly concerns a means for isolating the engine from the propeller in emergency situations.
  • the task to be solved by the invention is to bring about an automatic isolation of the propulsion engine from the ships propeller in ships propulsion plants of the intially described construction in the event that upon sudden sharp drop of rotational speed or standstill of the propulsion engine the tractive torque of the ships propeller exceeds a certain value generally corresponding to the no-load braking torque of the propulsion engine.
  • No-load braking torque may be defined as that torque which may be normally utilized during speed reduction to decelerate the ship by means of the dragged propeller.
  • bypass coupling interacts with a preor postconnected one-way safety coupling element which is so designed that when the bypass coupling is engaged and the torque is transmitted in the direction of rotation of the diesel engine drive, it causes no influence on the bypass coupling.
  • torque is transmitted opposite to the direction of rotation of the diesel engine drive, it releases the bypass coupling by generating a disconnecting force on it after exceeding a limiting torque in the range of the no-load braking torque of the diesel engine.
  • the invention is applicable preferably to ships propulsion plants in which a gear coupling is used as the by-pass coupling for the hydrodynamic coupling. However, it is also applicable to ships propulsion plants in which other types of couplings are used as the by-pass coupling for the hydrodynamic coupling.
  • the invention offers the technical advance that if, upon occurrence of engine damage, for any reasons an immediate disengagement of the coupling by-passing the hydrodynamic coupling is not possible, this coupling becomes inactive automatically as soon as the tractive torque of the ships propeller overrunning the propulsion engine exceeds the mentioned limiting value. Since the hydrodynamic coupling is always drained when the by-pass coupling is engaged, when the by-pass coupling becomes inactive there immediately occurs a complete isolation of the propulsion engine from the ships propeller so that the damaged propulsion engine slows down only under its self-torque and quickly comes to a halt and thus greater and more serious damage can be avoided.
  • a mechanically, pneumatically or hydraulically shiftable gear coupling is used to by-pass the hydrodynamic coupling.
  • This embodiment of the invention is characterized in that the gearshift sleeve of the gear coupling can be coupled to one coupling half of the hydrodynamic coupling via a coarse-pitch screw coupling and can be coupled to the other half of the hydrodynamic coupling via a spurtoothed gear coupling system.
  • the coarse-pitch screw coupling forming one part of the one-way safety coupling element forces the gearshift sleeve into the engaged position when transmitting the propulsive torque in the forward direction of rotation.
  • a spring link forming another part of the one-way safety coupling element or a pressure limiting valve, which, when the control device is set to engagement of the by-pass coupling, permits the gearshift sleeve to be displaced axially in the direction of disengagement of the by-pass coupling upon exceedance of the limiting torque under the action of the coarse-pitch screw coupling against the ac tion of the spring link or of the shift fluid pressure determined by the setting of the pressure limiting valve.
  • This embodiment of the invention offers the advantage that the torque limiter can be arranged not in the bypass coupling itself but rather in the mechanical or hydraulic shift-force transmission path between the control device and the by-pass coupling, so that no design complication results in regard to the hy-pass coupling itself. Since the transmission of shift force from the control device to the gearshift sleeve of the by-pass coupling is usually effected mechanically or hydraulically anyway, the torque limiter can thus have the form of a simple spring or a simple pressure limiting valve due to the conversion according to the invention, of the propellers tractive torque into an axial force urging the gearshift sleeve into the disengaged position.
  • This method of construction makes it possible to accommodate the by-pass coupling in a known manner inside the housing of the hydrodynamic coupling.
  • a hydraulically shiftable gear coupling is provided as a by-pass for the hydrodynamic coupling.
  • the gearshift sleeve of the gear coupling is built as a movable cylinder of a double-acting cylinder-piston arrangement whose piston is rigidly connected to the cylinder and whose piston encloses an extension of the drive shaft which is provided with inlet and outlet channels projecting into the cylinder volumes for the pressure fluid controlled by the control device.
  • the gearshift sleeve in a kinematic reversal of such an arrangement can also be built as a piston of a double-acting cylinder-piston arrangement whose cylinder is formed on an associated coupling shaft which is provided with inlet and outlet channels projecting into the cylinder volumes for the pressure fluid controlled by the control device.
  • the gearshift sleeve is provided with axial grooves or circular grooves which are distributed along the periphery and which are axially dimensioned and arranged in such a manner that the branch channel associated with the engaged position of the gearshift sleeve of the by-pass coupling is connected to the alarm line only in the engaged final position of the gearshift sleeve and further in such a manner that the branch channel associated with the disengaged position of the gearshift sleeve is connected to the alarm line at least in the engaged final position of the gearshift sleeve.
  • Such an arrangement makes it possible to provide the engine personnel with a continuous indication that the by-pass coupling is in the fully engaged or fully disengaged final position and to also provide a signal via a servomechanism, possibly connected to the alarm line, when the gearshift sleeve is about to move out of the fully engaged or fully disengaged final position into the other or opposite position.
  • a pressure-release valve which is actuated by a servomechanism connected to the alarm line and which opens when the pressure drops in the alarm line.
  • the pressure release valve arranged in the mentioned pressure line can also be openable by hand, preferably from the control device, and/or via a servomechanism by means of a signal from a temperature monitor arranged on the propulsion engine.
  • leading faces of at least one gear ring of the spurtoothed gear coupling system of the by-pass gear cou pling can be provided in a known manner with deflection bevels which prevent an engagement of the by-pass coupling as long as the hydrodynamic coupling half associated with the ships propeller overruns the hydrodynamic coupling half associated with the diesel engine.
  • This beveling of the leading edges provides the long known and frequently applied synchronization benefits, but has the disadvantage that in the event of hydraulic shifting of the gearshift sleeve of the bypass gear coupling in the pressure fluid lines when there is an overrunning of the hydrodynamic coupling half associated with the propeller shaft, rhythmic pressure surges or oscillations occur in the pressure fluid lines which depend on the coupling tooth pitch and on the rotation speed difference. Such oscillations are more harmful the larger the ratio of the amount of pressure fluid situated in the cylinder volumes of the cylinderpiston arrangement effecting the shifting of the gearshift sleeve of the bypass gear coupling to the crosssection and to the length of the pressure lines leading to the control device.
  • one or more elastic reservoirs which are capable of holding that amount of fluid that is displaced by the axial back-andforth motion of the gearshift sleeve during the scraping over each other of the bevelled leading faces of the spur-toothed gear coupling system of the gearshift sleeve or of its counter gear-tooth system prior to its engagement by the piston.
  • the elastic reservoir or reservoirs preferably have the form of boreholes which on one hand empty into the relevant cylinder volume of the cylinder-piston arrangement and on the other hand are connected to a nonpressurized volume of the coupling arrangement and in which boreholes spring-loaded small pistons can be displaced within limits.
  • FIG. 1 is a schematic partial axial section through a hydrodynamic coupling together with an associated bypass gear coupling of one embodiment of a ship's propulsion plant constructed according to the invention
  • FIG. 2 is a schematic axial section through a hydrodynamic coupling together with associated by-pass gear coupling of another embodiment of a ships propulsion plant constructed according to the invention
  • FIG. 3 depicts a cutaway portion of the-axial section shown in FIG. 2 on a larger scale, the top half of the figure showing the gearshift sleeve in the engaged position, the bottom half being in the disengaged position;
  • FIG. 4 is a schematic diagram of a ships propulsion plant according to the invention with mechanical shifting of the by-pass coupling;
  • FIG. 5 is a schematic diagram of a ships propulsion plant according to the invention with hydraulic shifting of the by-pass coupling
  • FIG. 6 is a development diagram of the spur-toothed gear rims of the by-pass coupling.
  • the drive shaft 1 of the coupling arrangement illustrated in FIG. 1 is connected via a rotary-flexible coupling 101 illustrated in FIG. 4 to the crankshaft ofa diesel engine 102 likewise illustrated in FIG. 4.
  • Fastened to the drive shaft 1 are a twin pump impeller 2 of a hydrodynamic coupling and a shaft connecting piece 4 provided with a coarse-pitch external thread.
  • Fastened to the housing 5 of the hydrodynamic coupling are the two turbine wheels 6 of the hydrodynamic coupling and a hollow shaft 7, which latter is rigidly coupled to the driven shaft 8 to which in turn is fastened the pinion 103 of a ships gear unit via which the propeller shaft 104 is driven.
  • the drive shaft 1 is supported on one hand in a main bearing 9 and on the other hand in a hollow-shaft connecting piece 10 fastened to the driven shaft 8.
  • a hollow-shaft connecting piece 11 which is supported in a main bearing 12 into whose bearing block empties an inlet channel for the operating fluid of the hydrodynamic coupling, which fluid goes from there in the usual manner into the working chambers of the hydrodynamic coupling via a circular channel and axial channels.
  • the means for altering the filling ofthe hydrodynamic coupling are indicated at 105 in FIG. 4, but do not belong to the invention.
  • the driven shaft 8 is supported in a main bearing 13.
  • the hollow shaft 7 has a spur-toothed internal gear ring 14.
  • Axially displaceable inside the hollow shaft 7 is a gearshift sleeve 15 which on one hand is permanently engaged with the coarse-pitch external thread 3 of the drive shaft 1 by means of a coarse-pitch internal thread 16 and on the other hand has a spur-toothed external gear ring 17 which is engageable by axial displacement of the gearshift sleeve 15 in the internal gear ring 14 of the hollow shaft 7.
  • a shift groove 18 of the gearshift sleeve 15 there engages a shift bolt 20 of an axially displaceable shift bush 21 which embraces the hollow shaft 7 and its longitudinal slit 19.
  • the bolt 20 projects through the longitudinal slit 19 of the hollow shaft 7.
  • shift fork 23 which is axially displaceable by means of an angle lever 24 and a shift linkage 25 leading to a nonillustrated control device.
  • the shift sleeve 15 guided at one of its ends through the coarse-pitch screw coupling 3, 16 is supported in the disengaged condition illustrated in FIG. 1 by means of an internal collar on a corresponding external collar of the drive shaft 1.
  • This sleeve can be supported during its axial displacement in the engagement direction by means of an internal lip at its other end on a slide ring fastened to an external collar of the hollow-shaft connecting piece 10, and in the engaged condition, it is guided by the reciprocal engagement of the spur-toothed gear rings 14, 17.
  • the shift sleeve 15 If the shift sleeve 15 is situated in the engaged position, then it connects the drive shaft 1 directly to the hollow shaft 7 via the permanently engaged coarse-pitch screw coupling 3, 16 on the one hand and via the mutually engaged spur-toothed gear rings 14, 17 on the other hand and thus connecting the drive shaft directly to the driven shaft 8, so that the hydrodynamic coupling 2, 5, 6 is by-passed.
  • the control device indicated in FIG. 4 has members 106, 107 and 108 for setting the power of the diesel engine, setting the filling of the hydrodynamic coupling 2, 5, 6 and shifting the by-pass coupling 3, 16, 15, 17, 14 respectively.
  • Indicated at 109 is an optional reversing device for the diesel engine 102.
  • the transmission of shift force from the control device to the shift linkage 25 can be effected either mechanically or hydraulically. If the transmission of shift force is effected mechanically, then between the control device 108 and the shift linkage 25 there is connected a laminated spring 110 shown in FIG. 4 which endeavors to force the gearshift sleeve 15 of the bypass coupling 3, 16, 15, 17, 14 into the engaged position.
  • the spring excursion of the laminated spring and the shift excursion of the shift linkage are so adapted to one another that when the gearshift sleeve 15 is engaged and when the control device 108 is set to by-pass the hydrodynamic coupling 2, 5, 6, the spring excursion of the laminated spring must be overcome when the gearshift sleeve 15 is displaced forcefully from the engaged position into the disengaged position in opposition to the setting of the control device.
  • the thread direction of the coarse-pitch thread 3, 16 is so chosen that when the diesel engine rotates in the forward direction the drive shaft 1 endeavors to force the shift sleeve 15 into the engaged position via the coarse-pitch thread 3, 16. If the control device is situated in the setting shown in FIG. 4 in which the gearshift sleeve 15 is situated in the disengaged position shown in FIG.
  • the laminated spring 110 situated in the shift force transmission path of the shift linkage 25 is inactive, that is, the shift linkage 25 acts as a rigid linkage and the propulsive torque of the diesel engine cannot force the gearshift sleeve 15 into the engaged position via the coarse-pitch thread 3, 16, so that the force is transmitted exclusively via the hydrodynamic coupling 2, 5, 6. This applies for maneuvering speed.
  • the shift linkage 25 moves the gearshift sleeve 15 into the engaged position as long as the fluid-flow coupling 2, 5. 6 is still filled, so that the synchronization effect of the hydrodynamic coupling is still exploited in regard to the engagement of the spur-toothed gear rings l4, 17, provided that the ship is in the upper speed range and the idling diesel engine 102 is dragged by the ships propeller. Then the hydrodynamic coupling is drained and the propulsive torque of the forward-rotating diesel engine keeps the gearshift sleeve in the engaged position due to the axial thrust action of the coarse-pitch thread 3, 16.
  • the driven shaft 8 has a tendency to overrun the drive shaft 1.
  • the spring force of the laminated spring 110 connected before the shift linkage 25 is chosen so large that the axial thrust of the shift fork 23, which is due to this laminated spring and which counteracts an axial displacement of the gearshift sleeve 15 in the direction of disengagement, is so large that the gearshift sleeve 15 is able to transmit a fully determined torque at the coarsepitch thread 3, 16.
  • this torque is so suitably adjusted by means of the laminated spring 110 connected before the shift linkage 25 that it is somewhat larger than the no-load braking torque of the diesel engine 102, so that, when the control device is set to cruising speed and the diesel engins rotation speed is reduced or it is stopped, the no-load braking torque of the diesel engine can be exploited to slow down the ship via the ships propeller.
  • the tractive torque acting at the coarse-pitch screw coupling 3, 16 is converted by the latter into an axial thrust of the gearshift sleeve 15 in the disengagement direction of the spur-toothed gear rings 17, 14, which in the shift linkage 25 leads to an axial thrust that is stronger than the spring force of the laminated spring 110 connected between this shift linkage and the control device 108. Since the hydrodynamic coupling 2, 5, 6 is drained, upon overcoming this spring force the gearshift sleeve 15 can move unhindered in the disengagement direction and the coupling between the drive shaft 1 and the driven shaft 8 is instantaneously interrupted so that the diesel engine 102 suffering the damage is left to itself and greater damage to the diesel engine or to the coupling arrangement or to the gear unit is consequently avoided.
  • a nonillustrated mechanism which actuates the shift linkage in the direction of a disengagement of the by-pass coupling 3, l6, l5, l7, 14 so that there is avoided a scraping over each other of the gear ring faces of the by-pass coupling, on the one hand, and a reengagement of the bypass coupling as the propellers tractive moment gradually becomes smaller, on the other hand.
  • the diesel engine 102 suffering the damage dependinng on the particular circumstances of the damage can slow down by itself unloaded by the rotating masses of the coupling arrangement, gear unit, shafting 104 and propeller and also unloaded by the mass of the still gliding ship, although the control device is still set to cruising speed. If the control device is set to Stop. then the mechanism that holds in a deflected states the laminated spring connected between the shift linkage 25 and the control device becomes inactive and the plant is again in the normal operating state, so that normal operation of the plant can be resumed again after eliminating the engine damage.
  • a laminated spring between the shift linkage 25 and the control device it obviously is also possible to interpose any other type of thrust limiter.
  • the linear spring characteristic of the laminated spring can be converted into a bent characteristic more favorable for the present instance.
  • a hydraulic shift-force transmission in which there is a pressure limiting valve that opens as soon as the gearshift sleeve 15 experiences an axial thrust acting in the disengagement direction which corresponds to a propeller tractive torque that is greater than the set limiting torque valve.
  • FIGS. 2, 3 and 5 another embodiment of a ships propulsion plant according to the invention is now described, wherein parts identical with the coupling arrangement illustrated in FIG. 1 are designated with like reference numbers in each instance.
  • a hollow-shaft connecting piece 28 which is supported in a main bearing 27 and in which is supported the driven shaft 8 which penetrates through it.
  • the inlet and outlet of the operating fluid for the hydrodynamic coupling is effected in the usual manner via axial and circular channels.
  • This inlet and outlet of the operating fluid of the hydrodynamic coupling is effected under the control of a control device 107, illustrated in FIG. 5, in a known manner and is not part of the invention.
  • An extension 8a of the driven shaft 8 passes through the cavity of the drive shaft 1 and is supported therein by an intermediate bearing 29.
  • To the drive shaft 1 is fastened a ring 30 with a spur-toothed internal gear ring 14 whose details are evident from FIG. 3.
  • FIG. 3 Likewise evident from FIG. 3 are details of a sleeve part 32 which is fastened to the twin turbine wheel 6 and thus to the driven shaft 8.
  • the sleeve part 32 is provided with a coarse-pitch internal thread 16 in which engages the coarse-pitch external thread 3 ofa gearshift sleeve 15 which is furthermore provided with a spur-toothed external gear ring 17 which is engageable in the spur-toothed internal gear ring 14 of the ring 30.
  • the gearshift sleeve 15 is illustrated in the upper half of FIG. 3 in a position in which its external gear ring 17 is engaged in the internal gear ring 14 of the ring 30, while in the lower half of FIG. 3 it is illustrated in a position in which its external gear ring 17 is disengaged from the internal gear ring 14 of the ring 30.
  • the gearshift sleeve l is always connected in a limited axiallyscrewing displaceable manner with the sleeve part 32 and thus with the driven shaft 8 and is connected in a rotationally fixed manner to the drive shaft I when the external gear ring 17 is engaged in the internal gear ring 14.
  • the axial displacement excursion of the gearshift sleeve is limited on the one hand by an inner collar 32a of the sleeve part 32 interacting with the front face of the external coarse-pitch thread 3 and on the other hand by an internal collar of the gearshift sleeve I5 interacting with an external collar 8b of the extension 80 of the drive shaft 8, with the gearshift sleeve representing the piston of a cylinder-piston arrangement.
  • the gearshift sleeve 15 is guided axially on one hand by the permanent engagement of the coarse-pitch screw coupling 3, l6 and on the other hand by the mutual application between its internal wall and the external col-Who 8b of the extension 8a of the driven shaft 8, and further by the permanent application of the inner face of its internal collar 15a onto this extension 8a of the driven shaft, and finally in the engaged position by the reciprocal engagement of the gear rings 14 and 17.
  • the cylinder of the mentioned cylinder-piston arrangement is built as a double-acting cylinder and is bordered first of all by the external collar 81) of the extension 8a, further by the cylindrical face of the extension 8a of the driven shaft 8, further by the cylindrical inner face of the gearshift sleeve 15 and finally by an external collar 80 of the extension 8a of the driven shaft 8.
  • the two cylindrical volumes of this doubleacting cylinder are designated by A and B and are separated from each other by the internal collar 15a of the gearshift sleeve 15, the internal collar being designated as the piston in accordance with the following description.
  • the cylindrical inner face of the gearshift sleeve 15 lies closely against the cylindrical outer faces of the external collars 8b and 8c of the extension 811 of the driven shaft 8, and the cylindrical inner face of the piston 15a of the gearshift sleeve lies closely against the cylindrical outer face of the extension 80 of the driven shaft 8.
  • a pressure fluid channel 33 which runs inside the drive shaft 8 and which is designated subsequently as the engagement channel empties into the cylindrical volume A immediately adjacent to the external collar 8b of the extension 8a of the driven shaft 8
  • a pressure fluid channel 34 which likewise runs through the driven shaft 8 and which is designated subsequently as the disengagement channel empties into the cylindrical volume B immediately adjacent to the external collar 8c of the extension 8a of the driven shaft 8.
  • Another channel 35 designated subsequently as the alarm channel likewise passes through the driven shaft 8 and branches into two branch channels 3512 and 350 which both run radially with respect to the extension 8a of the driven shaft 8 and of which one empties onto the outer face of the external collar 8b while the other branch channel 35c empties onto the outer face of the external collar 8c of the extension 8a of the driven shaft 8.
  • the three pressure fluid lines 33, 34 and 35 are conducted radially outward at suitable points of the driven shaft 8 and via annular grooves not illustrated in the drawing are conducted over into a stationary take-off ring 36 from where they are connected via stationary lines illustrated in FIG.
  • control slide valve 111 arranged in the control device or to an indicating or signaling mechanism arranged suitably on the control board or to a servomechanism 112 indicated in FIG. 5.
  • pressure fluid supplied from a pressure fluid source 113 can be delivered optionally to the engagement channel 33 or to the disengagement channel 34 or it can be discharged from these channels.
  • the coarse-pitch screw coupling 3, 16 causes an axial displacement of the gearshift sleeve 15 in the usual manner when the drive shaft 1 overruns in the drive rotation direction and thus causes the complete reciprocal engagement of the spur-toothed gear rings l4, 17.
  • the driving diesel engine 102 is throttled, whereupon the driven shaft 8 which is subjected to the tractive torque of the ship's propeller causes the gearshift sleeve 15 to move into the disengaged position in the usual manner via the coarse-pitch screw coupling 3, l6.
  • pressure fluid arrives into the disengagement channel 34 and fluid can emerge via the engagement channel. so that the pressure fluid enters into the cylindrical volume B and holds the piston 15a moving in the direction of the cylindrical volume A and with it the gearshift sleeve 15 in the disengaged position illustrated in the lower half of FIG. 3.
  • the driven shaft 8 is connected to the propeller shaft 104 via a gear unit illustrated in FIG. 5.
  • the thread direction of the coarse-pitch screw coupling 3, 16 is so chosen that when the gear rings 14 and 17 are engaged in each other the forward-running diesel engine 102 drives the drive shaft 1 and therewith the gearshift sleeve 15 in a rotational direction in which the force of reaction of the coarse-pitch screw coupling 3, 16 endeavors to keep the gearshift sleeve 15 in the engaged state in which the gear coupling 14, 17, 15, 3, 16 bypasses the fluidflow coupling.
  • the driven shaft 8 endeavors to overrun the drive shaft I and, via the coarse-pitch screw coupling 16, 3, to pull the gearshift sleeve 15 out of the engaged position illustrated in the upper half of FIG. 3 and into the disengaged position illustrated in the lower half of FIG. 3.
  • a pressure limiting valve 114 Arranged in the engagement channel 33 or in the line connected to it or at a suitable point in the control device is a pressure limiting valve 114, indicated in FIG.
  • a number of axial grooves 37 are distributed along the periphery in the cylindrical volume A and are so applied and are of such a longitudinal dimension that when the gearshift sleeve 15 is in the engaged position they just connect the cylindrical volume A to the branch channel 35b and thereby to the alarm channel 35.
  • the cylindrical volumt- B is connected to the alarm channel 35 and this connection is interrupted only just before the gearshift sleeve 15 has reached its engaged final position. Due to this special construction and width of the annular groove 38, the external collar 8(- of the extension 8a of the driven shaft 8 acts together with the cylindrical inner face of the gearshift sleeve 15 in a known manner as a damper which damps rapid axial movements of the gearshift sleeve as it approaches its final position.
  • annular groove can be made substantially narrower, approximately as narrow as the axial grooves are long, or instead of an annular groove there can be provided just such axial grooves, in which instance the external collar I of the extension 8a of the driven shaft 8 can then likewise be provided with piston rings.
  • either an indicating mechanism or a signaling mechanism and/or a servomechanism can be connected to the alarm channel 35.
  • Such an indicating mechanism is indicated at 39 in FIGS. 3 and 5.
  • the alarm channel leads to an indicating mechanism 39 that provides a visual display on the control board, for example. If the gearshift sleeve 15 is in the engaged position, then the fluid pressure prevailing in the cylindrical volume A and holding the gearshift sleeve in this position provides via the axial grooves 37, branch channel 35b and alarm channel 35 a visual display concerning the final position assumed by the gearshift sleeve in the engaged configuration.
  • the visual display mechanism 39 provides a visual indication that the gearshift sleeve 15 has assumed either its engaged final position or its disengaged final position, whereas this visual indication vanishes as long as the gearshift sleeve is between one or the other final position.
  • an acoustic signaling mechanism is connected to the alarm channel 35, then it can be so connected that a signal is emitted as long as the gearshift sleeve 15 assumes an intermediate position. whereas the signal emission ceases at the instant when the gearshift sleeve has reached one of its two final positions.
  • the previously described automatic disengagement of the gearshift sleeve 15 occurs due to a damage to the diesel engine 102, then this is also reported to the engine personnel either by a visual indication or by an acoustic signal.
  • a manually actuatable pressure-release valve 115 is preferably installed in the engagement channel 33 or in the line connecting to the latter, appropriately near the control device 111.
  • Such a pressure release valve makes it possible for the engine personnel to instantly reduce the pressure prevailing in the cylindrical volume A upon recognizing an engine damage causing a con- Siderable drop in rotational speed or a halting of the diesel engine 102, and thus to cause an immediate disengagement of the gearshift sleeve 15 in the sense of an instant isolation of the diesel engine 102 from the propeller shaft 104, before the tractive torque of the ships propeller has caused an automatic disengagement of the gearshift sleeve 15 in the above-described manner.
  • the servomechanism 112 can also be under the influence of one or more temperature monitors 116 which are installed in the diesel engine 102 and which monitor the temperature of the cylinder liner, for example, so that the servomechanism 112 is quickly actuated when abnormal operating conditions occur at the diesel engine 102.
  • a remote-reading thermometer 117 can be connected to the temperature monitor or monitors 116.
  • a pressure-fluid outlet opening 40 provided with a restrictor can be arranged in the alarm channel 35.
  • the purpose of this throttle opening 40 is to cause the quickest possible pressure drop in the alarm channel 35 in the event that there is a halt in the pressure-fluid supply front one of the cylindrical volumes A or B to the alarm channel. It thus brings about an increase in the response sensitivity of the arrangement.
  • At least one of the confronting faces of the spurtoothed gear rings 14 and 17 can be provided in a known mannershown in FIG. 6 with deflection bevels which prevent an engagement of these gear rings as long as the driven shaft 8 overruns the drive shaft 1. If the cylindrical volume A is under fluid pressure and if the faces of the two gear rings 14 and 17 to be engaged in each other scrape over each other when the driven shaft 8 overruns, then the gearshift sleeve 15 thereby goes into axial oscillation whose frequency is determined by the pitch of the gear rings and by the relative rotation speed of the two gear rings.
  • actuation members 106, 107 108, 109, I l1 are each indicated as separate actuation members in FIGS. 4 and 5.
  • actuation members are obviously combined in the usual manner into a single actuation member or are brought into mutual actuation dependence by means of suitable pressure means and/or constraining means.
  • a ships propulsion plant comprising:
  • variable-filling hydrodynamic coupling having an impeller and a turbine wheel, said impeller being rigidly connected to said drive shaft and said turbine wheel being rigidly connected to said driven shaft;
  • control means for setting the power of said engine.
  • said by-pass coupling comprises:
  • said means for transmitting propulsion torque and for automatically disengaging said one-way safety coupling element comprises a coarse pitch screw thread
  • said one-way safety coupling element comprises an axially movable gearshift sleeve adapted to be coupled to one element of said hydrodynamic coupling by means of said coarse pitch screw thread;
  • said by-pass coupling further comprising a spurtoothed gear for connecting said gearshift sleeve to the other element of said hydrodynamic coupling, one of said elements of said hydrodynamic coupling being connected to said drive shaft and the other being rigidly connected to said driven shaft.
  • said by-pass coupling further comprising torque limiting means coupled between said control device and said gearshift sleeve to prevent disengagement of said gearshift sleeve until the reverse torque has reached at least said predetermined value, said coarse pitch screw thread acting against said torque limiting means to axially displace said gearshift sleeve.
  • said by-pass coupling is mechanically shiftable
  • said torque limiting means comprises a spring link
  • control means for shifting said by-pass coupling comprises a mechanical linkage coupling said spring link to said gearshift sleeve.
  • said by-pass coupling is mechanically shiftable
  • said torque limiting means comprises a pressure limiting valve
  • control means for shifting said by-pass coupling comprises a mechanical linkage coupling said pressure limiting valve to said gearshift sleeve.
  • a ships propulsion plant comprising:
  • variable-filling hydrodynamic coupling connected between said drive shaft and said driven shaft;
  • control means for setting the power of said engine.
  • said by-pass coupling comprises:
  • said means for transmitting propulsion torque of said engine to said propeller and for automatically disengaging said one-way safety coupling element when reverse torque between said engine and said propeller exceeds a predetermined limiting value said means for transmitting propulsion torque and for automatically disengaging said one-way safety coupling element comprises a coarse pitch screw thread
  • said one-way safety coupling element comprises an axially movable gearshift sleeve being coupled to one element of said hydrodynamic coupling by means of said coarse pitch screw thread
  • said torque-limiting means comprises a pressure limiting valve
  • said gearshift sleeve and one of said shafts are mutually constructed as a doubleacting piston and cylinder arrangement.
  • said bypass coupling is hydraulically shiftable.
  • said control means for shifting said by-pass coupling comprises hydraulic transmission means coupling said pressure-fluid source and said pressure limiting valve to said piston and cylinder arrangement to thereby control relative axial motion between said piston and said cylinder.
  • said hydraulic transmission means comprises an engagement channel coupled between said control means and one side of said double-acting piston and cylinder arrangement, and a disengagement channel coupled between said control means and the other side of said double-acting piston and cylinder arrangement.
  • a ships propulsion plant comprising:
  • variable-filling hydrodynamic coupling connected between said drive shaft and said driven shaft;
  • control means for setting the power of said engine
  • said by-pass coupling comprises:
  • said one-way safety coupling element comprises a gearshift sleeve, said gearshift sleeve and one of said shafts being mutually constructed as a double-acting piston and cylinder arrangement, said gearshift sleeve being formed as the piston element and the cylinder element is formed as part of said shaft, said shaft is formed with engagement and disengagement channels for conducting pressure fluid to said piston and cylinder arrangement under control of said control means through respective pressure-fluid lines.
  • said double-acting piston and cylinder arrangement includes a first cylinder volume and a second cylinder volume
  • said shaft is formed with an alarm channel connected by a first radial branch channel to said first cylinder volume and by a second radial branch channel to said second cylinder volume: said propulsion plant further comprising: 5 an indicating mechanism; and
  • said indicating mechanism includes a servomecha- 20 nism
  • said engagement pressure-fluid line includes a pres sure-release valve actuated by said servomechanism, said pressure release valve being opened by 5 said servomechanism when the fluid pressure in said alarm channel drops below a predetermined normal value.
  • said pressure release valve is additionally openable by manual means; said propulsion plant further comprises a temperature monitor mounted to said engine and being coupled to said servomechanism for actuation thereof.
  • said gearshift sleeve and one of said shafts are formed with mating spur-toothed gear coupling elements, the confronting face of one of said spur-toothed gear coupling elements being formed with deflection bevels to prevent engagement of said by-pass coupling whenever the element of said hydrodynamic coupling connected to said propeller overruns the element of said hydrodynamic coupling connected to said engine;
  • said propulsion plant further comprising at least one elastic reservoir connected to said first cylinder volume and capable of holding that amount of fluid displaced from said first cylinder volume by said axial oscillations.
  • said elastic reservoir comprises a nonpressurized volume within said hydrodynamic coupling housing connected to said first cylinder volume by means of at least one borehole; and at least one spring loaded piston displaceable within said borehole.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)
US400661A 1972-09-29 1973-09-25 Ship's propulsion plant Expired - Lifetime US3887048A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19722247964 DE2247964C3 (de) 1972-09-29 Schiffsantriebsanlage mit hydrodynamischer Kupplung und formschlüssiger Überbrückungskupplung

Publications (1)

Publication Number Publication Date
US3887048A true US3887048A (en) 1975-06-03

Family

ID=5857821

Family Applications (1)

Application Number Title Priority Date Filing Date
US400661A Expired - Lifetime US3887048A (en) 1972-09-29 1973-09-25 Ship's propulsion plant

Country Status (6)

Country Link
US (1) US3887048A (de)
JP (1) JPS5751580B2 (de)
FR (1) FR2201217B1 (de)
GB (1) GB1440984A (de)
NL (1) NL7313381A (de)
SE (1) SE385840B (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4371346A (en) * 1979-08-31 1983-02-01 Vidal Jean Pierre System for propulsion of boats by means of winds and streams and for recovery of energy
US4558769A (en) * 1982-12-23 1985-12-17 Brunswick Corp. Marine drive having speed controlled lock-up torque converter
US4887984A (en) * 1987-09-15 1989-12-19 Brunswick Corporation Marine transmission with fluid coupler
US5171170A (en) * 1990-06-18 1992-12-15 Mannesmann Aktiengesellschaft Ship's drive with trolling device
US20070272052A1 (en) * 2004-01-15 2007-11-29 Kurt Adleff Propulsion Power Transmission Device With a Hydrodynamic Reverse Clutch
US20080216477A1 (en) * 2005-01-28 2008-09-11 Voith Turbo Gmbh & Co. Kg Turbo-Compound System

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2652385C3 (de) * 1976-11-15 1980-04-17 Mannesmann Ag, 4000 Duesseldorf Verfahren zum Betrieb einer Schiffsantriebsanlage mit einem Dieselmotor und Schiffsantriebsanlage zur Durchführung des Verfahrens
DE2655667C3 (de) * 1976-12-08 1980-09-25 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Wasserfahrzeug
JPS6330613A (ja) * 1986-07-21 1988-02-09 Yanmar Diesel Engine Co Ltd 舶用減速逆転機

Citations (10)

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Publication number Priority date Publication date Assignee Title
US1986442A (en) * 1931-07-15 1935-01-01 Charles R Koursh Freewheeling mechanism
US2093498A (en) * 1933-12-21 1937-09-21 Walti Heinrich Hydraulic transmission of power by hydraulic change speed gears
US2613503A (en) * 1948-08-05 1952-10-14 Chrysler Corp Rotary hydraulic torque converter
US2616311A (en) * 1950-11-21 1952-11-04 Clark Equipment Co Transmission
US2652730A (en) * 1946-04-06 1953-09-22 United Aircraft Corp Drive for propellers
US2671543A (en) * 1950-05-29 1954-03-09 Bosch Jack Fluid transmission system
US3263781A (en) * 1965-10-18 1966-08-02 Simpson Victor John Torque converter with locking means
US3388684A (en) * 1965-12-20 1968-06-18 Maybach Mercedes Benz Motorenb Drive installation for hydroplanes or airfoil wing boats
US3539045A (en) * 1967-08-31 1970-11-10 Synchro Drives Ltd Device for synchronizing the engagement of a fluid coupling lock-up clutch
US3734251A (en) * 1971-11-18 1973-05-22 Gen Motors Corp Hydrodynamic unit with mechanical drive clutch

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1986442A (en) * 1931-07-15 1935-01-01 Charles R Koursh Freewheeling mechanism
US2093498A (en) * 1933-12-21 1937-09-21 Walti Heinrich Hydraulic transmission of power by hydraulic change speed gears
US2652730A (en) * 1946-04-06 1953-09-22 United Aircraft Corp Drive for propellers
US2613503A (en) * 1948-08-05 1952-10-14 Chrysler Corp Rotary hydraulic torque converter
US2671543A (en) * 1950-05-29 1954-03-09 Bosch Jack Fluid transmission system
US2616311A (en) * 1950-11-21 1952-11-04 Clark Equipment Co Transmission
US3263781A (en) * 1965-10-18 1966-08-02 Simpson Victor John Torque converter with locking means
US3388684A (en) * 1965-12-20 1968-06-18 Maybach Mercedes Benz Motorenb Drive installation for hydroplanes or airfoil wing boats
US3539045A (en) * 1967-08-31 1970-11-10 Synchro Drives Ltd Device for synchronizing the engagement of a fluid coupling lock-up clutch
US3734251A (en) * 1971-11-18 1973-05-22 Gen Motors Corp Hydrodynamic unit with mechanical drive clutch

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4371346A (en) * 1979-08-31 1983-02-01 Vidal Jean Pierre System for propulsion of boats by means of winds and streams and for recovery of energy
US4558769A (en) * 1982-12-23 1985-12-17 Brunswick Corp. Marine drive having speed controlled lock-up torque converter
US4887984A (en) * 1987-09-15 1989-12-19 Brunswick Corporation Marine transmission with fluid coupler
US5171170A (en) * 1990-06-18 1992-12-15 Mannesmann Aktiengesellschaft Ship's drive with trolling device
US20070272052A1 (en) * 2004-01-15 2007-11-29 Kurt Adleff Propulsion Power Transmission Device With a Hydrodynamic Reverse Clutch
US7647851B2 (en) * 2004-01-15 2010-01-19 Voith Turbo Gmbh & Co. Kg Propulsion power transmission device with a hydrodynamic reverse clutch
US20080216477A1 (en) * 2005-01-28 2008-09-11 Voith Turbo Gmbh & Co. Kg Turbo-Compound System
US7987673B2 (en) * 2005-01-28 2011-08-02 Voith Turbo Gmbh & Co. Kg Turbo-compound system

Also Published As

Publication number Publication date
FR2201217B1 (de) 1976-06-04
GB1440984A (en) 1976-06-30
JPS4971691A (de) 1974-07-11
JPS5751580B2 (de) 1982-11-02
DE2247964A1 (de) 1974-04-18
FR2201217A1 (de) 1974-04-26
SE385840B (sv) 1976-07-26
DE2247964B2 (de) 1974-07-11
NL7313381A (de) 1974-04-02

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