Marine propulsion system

Abstract

The present disclosure relates to a ship propulsion system, and more particularly to a ship propulsion system for a ship, comprising: an engine; a propeller unit having one or more propellers; a transmission device disposed between the engine and the propeller unit; a clutch device arranged to be connected with the transmission device, the clutch device configured to transmit power between the engine and the propeller unit; and an input unit configured to receive an input signal indicative of a propeller speed and to issue a propeller speed reference based on the input signal, where the propulsion system further includes a control unit operatively connected with the propeller unit, the clutch device, and the input unit, the control unit is configured to control the propulsion system based on the propeller speed reference during varying operation and / or speed of the marine vessel propulsion system.

Description

Technical Field

[0001] The present disclosure generally relates to a propulsion system. In particular aspects, the present disclosure relates to a marine propulsion system for a marine vessel. The present disclosure may be applied to marine vessels, such as watercraft, motorboats, workboats, sport boats, dinghies, ships, and other marine vessel types. Although the present disclosure may be described with respect to a particular marine vessel, the present disclosure is not limited to any particular marine vessel. Background Art

[0002] The marine propulsion system of a ship typically has an engine that provides torque to one or more propellers, driving the ship at different speeds. In addition, some kind of transmission and clutch is arranged for transferring power between the engine and the propeller. The main design criterion for the clutch is the ability to transfer the maximum driveline torque without clutch slippage.

[0003] However, vessels are not travelling at full speed most of the time, which may result in the torque being delivered at low speeds being only a fraction of the maximum clutch capacity. This may be due to poor control of torque delivery at low speeds. Summary of the invention

[0004] According to a first aspect of the present invention, a ship propulsion system for a ship comprises: engine; a propeller unit having one or more propellers; a transmission arranged between the engine and the propeller unit; a clutch device arranged to be connected to the transmission device, the clutch device being configured to transfer power between the engine and the propeller unit; and an input unit configured to receive an input signal indicating a propeller speed and to issue a propeller speed reference based on the input signal, Wherein the propulsion system further comprises a control unit operatively connected to the propeller unit, the clutch device and the input unit, the control unit being configured to control the propulsion system based on the propeller speed reference during varying operation and / or speed of the vessel propulsion system. A first aspect of the present disclosure may seek to provide improved control of a vessel from low speed to full speed, thereby improving slip control performance. Technical benefits may include obtaining a higher degree of control over the propulsion system independent of variations in vessel speed. The robustness of clutch slip control is improved and at the same time the slip-stick behavior of the clutch at near full clutch engagement is minimized.

[0005] Optionally, in some examples, including at least one preferred example, the control unit further comprises a propeller speed controller, the propeller speed controller being configured to control the propeller speed based on the propeller speed reference. Technical benefits may include being able to control the propeller speed so as to obtain a desired propeller speed.

[0006] Optionally, in some examples, including at least one preferred example, the clutch device includes a clutch plate and a clutch piston, the clutch piston being activated by at least one hydraulic zone to provide an actuation pressure on the clutch plate. Technical benefits may include ensuring that the expected power between the engine and the propeller unit can be provided.

[0007] Optionally, in some examples, including at least one preferred example, the clutch device has a predetermined actuation pressure, the predetermined actuation pressure being a reference pressure. Technical benefits may include ensuring that expected power between the engine and propeller unit can be provided.

[0008] Optionally, in some examples, including at least one preferred example, the clutch device includes one or more pressure sensors configured to detect and / or measure the actuation pressure of the clutch device. Technical benefits may include the ability to continuously detect and / or measure the actuation pressure.

[0009] Optionally, in some examples, including in at least one preferred example, the control unit includes an actuation pressure controller configured to control the actuation pressure based on the reference pressure and / or the measured actuation pressure. Technical benefits may include ensuring that the expected power between the engine and the propeller unit can be provided.

[0010] Optionally, in some examples, including at least one preferred example, the clutch piston is configured to be actuated by the first hydraulic area and / or the second hydraulic area. Technical benefits may include combining the first hydraulic area and the second hydraulic area, which are configured to pressurize the clutch piston individually or together, so that the compression force on the clutch plate can be reduced, which again improves the resolution of the control pressure.

[0011] Optionally, in some examples, including in at least one preferred example, the first hydraulic area is pressurized by an electrically controlled proportional pressure valve and the second hydraulic area is pressurized by an electrically controlled on / off valve. Technical benefits may include, in addition, a higher level of redundancy is obtained by combining an electrically controlled proportional pressure valve for controlling the pressure of the first hydraulic area and an electrically controlled on / off valve for controlling the pressure of the second hydraulic area. When the electrically controlled proportional valve fails, the electrically controlled on / off valve can provide gear engagement independently of the state of the proportional valve. In addition, a higher level of reliability is obtained, thereby saving fuel. Electrical control of the on / off valve enables the transmission or gear to be engaged based on the degree of clutch slip. Therefore, the speed difference across the clutch device can be used to decide whether to open or close the electrically controlled on / off valve.

[0012] Optionally, in some examples, including at least one preferred example, the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve are controlled by a predetermined current, and the predetermined current is a current reference. Technical benefits may include providing a reference point that can be used as a control parameter.

[0013] Optionally, in some examples, including at least one preferred example, the control unit includes a current controller configured to perform closed-loop current control of the electric-controlled valve, the electric-controlled proportional pressure valve and / or the electric-controlled on / off valve based on the current reference. Technical benefits may include ensuring that the expected power between the engine and the propeller unit can be provided.

[0014] Optionally, in some examples, including at least one preferred example, the system further comprises an engine controller configured to control the engine speed based on the propeller speed reference. Technical benefits may include that the engine speed may be controlled so as to obtain a desired propeller speed.

[0015] Optionally, in some examples, including at least one preferred example, the engine controller is configured to increase engine speed as full clutch engagement is approached so that clutch engagement is maintained below a level at which clutch plate slip-stick behavior may occur. Technical benefits may include minimizing the risk of clutch plate slip-stick behavior.

[0016] Optionally, in some examples, including at least one preferred example, the control unit and the engine controller are operatively connected. Technical benefits may include both the control unit and the engine controller cooperating to provide a desired power between the engine and the propeller unit.

[0017] According to a second aspect of the present invention, a vessel comprises a marine propulsion system according to any one of the above preferred examples. The second aspect of the present disclosure may seek to provide improved control of a vessel from low speed to full speed, thereby improving slip control performance.

[0018] According to a third aspect of the present invention, there is provided a method for controlling the above-mentioned ship propulsion system, comprising: providing a control unit operatively connected to the propeller unit, the transmission means and the clutch means; receiving input from the input unit; issuing a propeller speed reference based on the input; The propulsion system is controlled based on the propeller speed reference during varying operation and / or speed of the marine propulsion system.A third aspect of the disclosure may seek to provide improved control of a marine vessel from slow to full speed, thereby improving slip control performance.

[0019] Those skilled in the art will appreciate that the disclosed aspects, examples (including any preferred examples), and / or the accompanying claims may be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be apparent to those skilled in the art or recognized by practicing the disclosure as described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Examples will be described in more detail below with reference to the accompanying drawings.

[0021] Figure 1 is an example of a ship propulsion system according to an example.

[0022] Figure 2 is an example of a ship propulsion system according to another example.

[0023] Figure 3 is an example of a clutch device according to an example.

[0024] Figure 4 is an overview of a control unit according to an example.

[0025] Figure 5 is an example of the relationship between propeller speed and control signal.

[0026] Figure 6 are examples of different operations at low speeds for the propulsion system.

[0027] Figure 7 is an example of a ship.

[0028] Figure 8 is a schematic flow chart of an example of a method for controlling a propulsion system.

[0029] Figures 9 to 11 is a schematic flow chart of a method of controlling different components of a propulsion system via a sub-controller of a control unit. DETAILED DESCRIPTION

[0030] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0031] A marine propulsion system for a vessel having an engine that provides torque to one or more propellers to drive the vessel at different speeds also has a transmission and a clutch for transferring power between the engine and the propeller. The primary design criterion for the clutch is the ability to transfer the maximum driveline torque without clutch slippage. Unintended slippage is a fault condition where there is insufficient friction in the clutch, whereby the clutch may not adequately engage or disengage the transmission. The consequence may be that in these conditions the propulsion system is unable to transfer the intended torque to drive the vessel.

[0032] However, vessels are not travelling at full speed most of the time, which may result in the torque being delivered at low speeds being only a fraction of the maximum clutch capacity. This may be due to poor control of torque delivery at low speeds.

[0033] By incorporating an input unit configured to receive an input signal indicative of a propeller rotational speed and to issue a propeller rotational speed reference based on the input signal, and providing a control unit operatively connected to the propeller unit, the clutch device and the input unit, and controlling the propulsion system based on the propeller rotational speed reference during varying operation and / or speed of the marine propulsion system, a higher robustness of clutch slip control is achieved, especially during low speed operation. Stable performance of slip control is necessary in order to be able to provide a propeller rotational speed below the idle speed of the engine. In this case, continuous operation with clutch slip is required. Furthermore, slip-sticking behavior of the clutch device can be minimized when approaching full clutch engagement.

[0034] Figure 1 1 is an exemplary ship propulsion system 1 according to an example. The ship propulsion system 1 is configured to be included on a ship 100. The ship propulsion system 1 includes an engine 2. Figure 1In the example of , the engine 2 can be an internal combustion engine. The internal combustion engine can be any type of internal combustion engine driven by, for example, diesel, gasoline, natural gas, hydrogen or any other combustible fuel. The ship propulsion system may also include a parallel hybrid powertrain, so that one engine 2 and one or more electric motors share the load. In addition, the engine 2 can be arranged outside the ship 100 as an outboard engine 2. In another example, the engine can be arranged on the ship 100 as an inboard engine. In addition, the propulsion system 1 may include one engine or multiple engines.

[0035] The propulsion system 1 also includes a propeller unit 3, which includes one or more propellers 4a, 4b. In the example, the propeller unit 3 has a first propeller 4a and a second propeller 4b. In other examples, the propeller unit may include one propeller or multiple propellers. If two or more propellers are arranged, they can be arranged as, for example, counter-rotating propellers. The propulsion system 1 also includes a transmission 5, which is arranged between the engine 2 and the propeller unit 3 to ensure that the expected rotation is provided to the propeller unit 3. The transmission 5 may include one or more gears. In addition, a hydraulic clutch device 6 is also arranged. The clutch device 6 is configured to control the power transmission between the engine 2 and the propeller unit 3.

[0036] The propulsion system 1 further comprises an input unit 14, which is configured to receive an input signal indicating a propeller rotation speed and to issue a propeller rotation speed reference based on the input signal. The input signal may be activated by an operator or a captain and / or may be an input signal automatically generated by another unit. The input unit 14 may be a throttle lever, a joystick, a steering wheel or other means for maneuvering the vessel 100. In the present example, the input unit 14 is arranged on the vessel 100. The propeller rotation speed reference is based on the received input signal, which indicates an expected propeller rotation speed under a given situation and / or under operation under nominal load conditions of the vessel 100.

[0037] The propulsion system 1 further comprises a control unit 7 operatively connected to the propeller unit 3, the clutch device 6 and the input unit 14, the control unit 7 being configured to control the propulsion system 1 based on the propeller rotation speed reference during varying operation and / or speed of the ship propulsion system 1. Thus, a higher control robustness of the propulsion system is achieved under different speed conditions of the ship 100. In the example, the control unit 7 is arranged relative to the ship, however, in other examples, it may be arranged at the engine, the clutch device or the propeller unit, or relative to other components of the propulsion system 1.

[0038] exist Figure 2In FIG. 1 , an example of a ship propulsion system 1 according to an example is shown. The propulsion system 1 has an engine 2, a propeller unit 3 with one or more propellers. Furthermore, a transmission 5 is arranged between the engine 2 and the propeller unit 3 to ensure that the desired rotation is provided to the propeller unit 3. The clutch device 7 may include a clutch plate 8 and a clutch piston 9, which is activated by at least one hydraulic area 24 in order to provide an actuating pressure on the clutch plate 8. The at least one hydraulic area 24 may be pressurized by at least one electrically controlled valve 25.

[0039] Figure 3 An example of a clutch device 6 is shown. The clutch device 6 includes a clutch plate 8. In the example, one clutch plate 8 is arranged. In other examples, two or more clutch plates may be arranged in the clutch device 6. The clutch plate 8 is activated by a clutch piston 9. According to the example, 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, and the control unit 7 is operatively connected to the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13. In the example, a pump 15 delivers hydraulic fluid to the first hydraulic area 10 via the electrically controlled proportional pressure valve 12 and to the second hydraulic area 11 via the electrically controlled on / off valve 13, respectively. A hydraulic oil tank 16 is arranged to be in fluid communication with the pump 15. In addition, an input unit 14 is operatively connected to the control unit 7.

[0040] The electrically controlled valve 25 , the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 are controlled by a predetermined current, which is a current reference.

[0041] Furthermore, the pressure sensor 17 is configured to measure the actuation pressure of the clutch device 6. In the example, the pressure sensor 17 is arranged in connection with the clutch piston 9. In other examples, the pressure sensor 17 may be arranged in connection with other components of the clutch device 6 for measuring and / or detecting the actuation pressure of the clutch device. Furthermore, a plurality of pressure sensors may be arranged for measuring and / or detecting the actuation pressure at different locations and at different components of the clutch device 6. The clutch device 6 has a predetermined actuation pressure, which is a pressure reference.

[0042] In addition, a shunt resistor 18 connected to the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 may be arranged, and the shunt resistor 18 is configured to measure the control current with mA accuracy. Figure 3 In the example shown, both the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13 have a shunt resistor 18. The shunt resistor 18 is configured to transmit a measured control current to the control unit 7.

[0043] exist Figure 4 , an overview of a control unit 7 according to an example is shown. In the example, the control unit 7 comprises different sub-controllers which can control different components of the propulsion system 1 independently or jointly.

[0044] The control unit 7 may include a propeller speed controller 21 configured to control the propeller speed based on a propeller speed reference 200. The propeller speed reference 200 is received and sent from the input unit 14. The actual propeller speed is detected at point 210 and compared with the propeller speed reference 200 in the propeller speed controller 21. If a difference between the propeller speed reference 200 and the detected propeller speed 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 can be provided in a closed loop control. The propeller speed controller 21 includes a feedforward speed portion 30. Based on the speed reference magnitude, the feedforward speed portion 30 roughly calculates the pressure required to achieve the expected rpm under rated load conditions. The feedback speed portion of the propeller speed controller is intended to compensate for differences from nominal load conditions due to current, dirt or dents on the propeller, friction changes in the transmission, etc.

[0045] The control unit 7 may further comprise an actuation pressure controller 20, which is configured to control the actuation pressure based on the pressure reference 201 and / or the measured actuation pressure. One or more pressure sensors 17 are operatively connected to the actuation pressure controller 20. The pressure sensor 17 is configured to measure the forward and / or reverse actuation pressure at a point 211, the measured actuation pressure 211 being used as feedback to the actuation pressure controller 20. The actuation pressure controller 20 is configured to control the actuation pressure of the clutch device 6 by closed-loop control. The actual actuation pressure is detected at point 211 and compared with the pressure reference 201 in the actuation propeller controller 20. If a difference between the pressure reference 201 and the measured actuation pressure 211 is observed, 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 portion 31. Based on the pressure reference magnitude, the feedforward pressure portion 31 can calculate the current that should be applied to one of the electrically controlled valves (such as, for example, a proportional pressure valve) to achieve the desired pressure. These calculations may be based on the specified current-pressure characteristics of the valve. The feedback portion of the actuation pressure controller is intended to compensate for differences from the nominal valve characteristics due to oil temperature changes, valve hysteresis, etc.

[0046] The actuation pressure controller 20 may also be configured to control the actuation pressure of the clutch device based on a calculated thermal torque limit, which is calculated based on the maximum allowable power loss in the clutch device and the differential clutch rpm. The thermal torque limit is the degree of overheating that the clutch device can withstand without risking permanent damage. As a result, the risk of damage to the clutch device due to excessive temperature is minimized. Excessive temperatures are disadvantages during continuous slip operation, such as when traveling at low speed under heavy load, and / or when the ship is moored at a pier and the gear is engaged in a low gear and continuously slipping. This is based on the maximum continuous power loss that the clutch device can withstand during operation. Power loss turns into heat, and there are limits to the lubrication and cooling of the system, so excessive temperatures may occur. The thermal torque limit can be calculated by measuring the maximum allowable power loss and the differential clutch rpm according to the propeller speed and engine speed. The torque limit can then be converted into an actuation pressure based on the characteristics of the clutch device.

[0047] The control unit 7 may further include a current controller 19, which is configured to perform closed-loop current control on the electrically controlled valve 25, the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 based on the current reference 202. A shunt resistor 18 connected to the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 may be arranged, and the shunt resistor 18 is configured to measure the control current at point 212 with mA accuracy. The current controller 19 is configured to perform closed-loop current control on the electrically controlled valve 25, the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 based on the measured control current 212 and / or the current reference 202. The actual control current is detected at point 212 and 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 compensates for temperature changes in the valve coil and implements dithering to minimize hysteresis caused by sticking in the valve body.

[0048] The control frequency of the current controller 19 may be greater than 500 Hz, preferably greater than 1 kHz, and more preferably greater than 2 kHz.

[0049] Furthermore, the current controller 19 may be configured to implement a dither of the current of 200 Hz / ±10 mA to minimize the hysteresis of the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0050] The propulsion system 1 may also include an engine controller 40 configured to control the engine speed based on the propeller speed reference 200. The engine controller 40 is configured to increase the engine speed when approaching full clutch engagement so that the clutch engagement remains below the level at which the clutch plates may experience slip-stick behavior. In addition, the engine controller 40 may be configured to reset the engine speed to idle when the clutch is set to full engagement. The engine controller is a feedforward controller.

[0051] Furthermore, the engine controller 40 may be operatively connected to the input unit 14. Furthermore, the control unit 7 and the engine controller 40 may be operatively connected.

[0052] The current controller 19 , the actuation pressure controller 20 , the propeller speed controller 21 and / or the engine controller 40 may be operatively connected.

[0053] exist Figure 5 , an example of the relationship between the propeller speed (Y axis) and the control signal (X axis) of a propulsion system according to the present disclosure. The first curve 300 shows an increase, while the second curve 301 shows a decrease. Close to 100% propeller speed is where the slip-sticking (region 310) of the clutch device occurs. In this region 310, the control unit has a higher control frequency to avoid or at least minimize the risk of slip-sticking.

[0054] exist Figure 6 , examples of different operations of the propulsion system 1 at low speeds. Figure 6 The low speed throttle request is shown in relation to engine speed (rpm) and propeller speed (rpm). An increase of 100 rpm from idle speed results in a maximum clutch engagement of 85.7%.

[0055] exist Figure 7 In FIG. 1 , a vessel 100 is shown. The vessel 100 comprises a propulsion system 1 as described above. Figure 7 In the example shown, the propeller unit 3 is configured to tow the vessel 100. In another example, the propeller unit may be configured to push the vessel. The engine 2 is an internal combustion engine arranged on the vessel 100. In the example, the input unit 14 is arranged at an operator position on the vessel 100.

[0056] Figure 8 A schematic flow chart of the method for controlling the ship propulsion system 1 is shown.

[0057] In step 500, a control unit is provided and operatively connected to a propeller unit, a transmission device and a clutch device. In step 501, an input signal is received from an input unit. In step 502, a propeller speed reference is issued based on the input signal in step 501. In step 503, during varying operation and / or speed of the marine propulsion system, the propulsion system is controlled based on the propeller speed reference.

[0058] Figures 9 to 11 A schematic flow chart of a method of controlling different components of the propulsion system via a sub-controller of the control unit 7 is shown.

[0059] exist Fig. 9 , a schematic flow chart of a propeller speed controller is shown. In step 600, a propeller speed reference is provided. In step 601, the actual propeller speed is detected or measured. In step 602, the actual propeller speed is compared with the propeller speed reference value. If the actual propeller speed is substantially equal to the propeller speed reference value, proceed to step 603. If the actual propeller speed is different from the propeller speed reference, proceed to step 604, where the propeller speed is increased or decreased according to the propeller speed reference. Based on the speed reference magnitude, the feedforward speed portion roughly calculates the pressure required to achieve the expected rpm under rated load conditions. The feedforward speed portion in step 600 feeds the calculated pressure to step 700. The feedback portion is intended to compensate for differences from nominal load conditions due to current, dirt or dents on the propeller, friction changes in the transmission, etc.

[0060] exist Fig.10 , a schematic flow chart of an actuation pressure controller is shown. In step 700, an actuation pressure reference is provided, such as described above. In step 701, the actual actuation pressure is detected or measured. In step 702, the actual actuation pressure is compared with the actuation pressure reference. If the actual actuation pressure is substantially equal to the actuation pressure reference, proceed to step 703. If the actual actuation pressure is different from the actuation pressure reference, proceed to step 704, where the actuation pressure is increased or decreased according to the actuation pressure reference. Based on the pressure reference size, the feedforward pressure portion calculates the current that should be applied to the pressure valve to obtain the expected pressure. The calculation is based on the specified current-pressure characteristic of the valve. The feedforward pressure portion in step 700 feeds the calculated pressure to step 800. The feedback portion is intended to compensate for differences from the nominal valve characteristic due to oil temperature changes, valve hysteresis, etc.

[0061] exist Fig.11, a schematic flow chart of a current controller is shown. In step 800, a current reference is provided. In step 801, an actual current is detected or measured. In step 802, the actual current is compared to the current reference. If the actual current is substantially equal to the current reference, then proceed to step 803. If the actual current is different from the current reference, then proceed to step 804, where the current is increased or decreased according to the current reference. As previously described, the current controller can compensate for temperature changes in the valve coil and implement dithering to minimize hysteresis caused by sticking of the valve body.

[0062] Certain aspects and variations of the present disclosure are illustrated in the following examples, which are numbered sequentially below.

[0063] Example 1: A ship propulsion system (1) for a ship, comprising: - Engine (2); - a propeller unit (3) having one or more propellers (4a, 4b); - a transmission (5) arranged between the engine and the propeller unit; - a clutch device (6) arranged in connection with the transmission device, the clutch device being configured to transfer power between the engine and the propeller unit; and - an input unit (14) configured to receive an input signal indicative of a propeller rotation speed and to issue a propeller rotation speed reference (200) based on the input signal, The propulsion system (1) further comprises a control unit (7) operatively connected to the propeller unit, the clutch device and the input unit, the control unit being configured to control the propulsion system based on the propeller speed reference (200) during varying operation and / or speed of the marine propulsion system.

[0064] Example 2: The ship propulsion system (1) according to Example 1, wherein the control unit (7) further includes a propeller speed controller (21), and the propeller speed controller is configured to control the propeller speed based on the propeller speed reference (200).

[0065] Example 3: A ship propulsion system (1) according to any of the preceding examples, wherein the clutch device (6) comprises a clutch plate (8) and a clutch piston (9), wherein the clutch piston (9) is activated by at least one hydraulic zone to provide an actuating pressure on the clutch plate.

[0066] Example 4: The ship propulsion system (1) according to Example 3, wherein the clutch device (6) has a predetermined actuation pressure, the predetermined actuation pressure being a pressure reference.

[0067] Example 5: A ship propulsion system (1) according to any of the preceding examples, wherein the clutch device (6) comprises one or more pressure sensors (17) configured to detect and / or measure an actuation pressure of the clutch device.

[0068] Example 6: The ship propulsion system (1) according to Example 5, wherein the control unit (7) comprises an actuation pressure controller (20), which is configured to control the actuation pressure based on the reference pressure and / or the measured actuation pressure.

[0069] Example 7: A marine propulsion system (1) according to example 5 and / or 6, wherein the one or more pressure sensors (17) are operatively connected to the actuation pressure controller (20).

[0070] Example 8: A ship propulsion system (1) according to any one of Examples 5 to 7, wherein the pressure sensor (17) is configured to measure forward and / or reverse actuation pressures, and the measured actuation pressures are used as feedback to the actuation pressure controller.

[0071] Example 9: The ship propulsion system (1) according to any one of Examples 6 to 8, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device through closed-loop control.

[0072] Example 10: A marine propulsion system (1) according to any one of Examples 6 to 9, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device based on a calculated thermal torque limit, the thermal torque limit being calculated based on a maximum allowable power loss and a differential clutch rpm.

[0073] Example 11: The marine propulsion system (1) according to any one of Examples 3 to 10, wherein the at least one hydraulic area (24) is pressurized by at least one electrically controlled valve (25).

[0074] Example 12: The marine propulsion system according to any one of Examples 3 to 11, wherein the clutch piston (9) is configured to be actuated by the first hydraulic area (10) and / or the second hydraulic area (11).

[0075] Example 13: The marine propulsion system (1) according to Example 12, wherein 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).

[0076] Example 14: A ship propulsion system (1) according to any one of Examples 11 to 13, wherein the electrically controlled valve (25), the electrically controlled proportional pressure valve (12) and / or the electrically controlled on / off valve (13) are controlled by a predetermined current, and the predetermined current is a current reference.

[0077] Example 15: A ship propulsion system (1) according to Example 14, wherein the control unit (7) includes a current controller (19), which is configured to perform closed-loop current control on the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve based on the current reference.

[0078] Example 16: The ship propulsion system (1) according to Example 15, wherein the control frequency of the current controller (19) is greater than 500 Hz, preferably greater than 1 kHz, and more preferably greater than 2 kHz.

[0079] Example 17: A ship propulsion system (1) according to Examples 15 and / or 16, wherein the current controller (19) is configured to implement a current dither of 200 Hz / ±10 mA to minimize the hysteresis of the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0080] Example 18: A ship propulsion system (1) according to any one of Examples 11 to 17, wherein a shunt resistor (18) is arranged to be connected to the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve, and the shunt resistor (18) is configured to measure the control current with mA accuracy.

[0081] Example 19: A ship propulsion system (1) according to Example 18, wherein the current controller (19) is configured to perform closed-loop current control of the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve based on the measured control current and / or the current reference.

[0082] Example 20: The marine propulsion system (1) according to any one of Examples 1 to 20, further comprising an engine controller (40), the engine controller being configured to control the engine speed based on the operator's input.

[0083] Example 21: The marine propulsion system (1) of Example 20, wherein the engine controller (40) is configured to increase engine speed when approaching full clutch engagement so that clutch engagement is maintained below a level at which clutch plate slip-stick behavior may occur.

[0084] Example 22: The marine propulsion system (1) according to example 20 and / or 21, wherein the engine controller (40) is configured to reset the engine speed to idle when the clutch is set to fully engaged.

[0085] Example 23: The marine propulsion system (1) according to any one of Examples 20 to 22, wherein the engine controller (40) is a feedforward controller.

[0086] Example 24: The ship propulsion system (1) according to any one of Examples 20 to 23, wherein the engine controller (40) is operatively connected to the input unit (14).

[0087] Example 25: The marine propulsion system (1) according to any one of Examples 20 to 24, wherein the control unit (7) and the engine controller (40) are operatively connected.

[0088] Example 26: A ship propulsion system (1) according to any one of Examples 2 to 25, wherein the current controller (19), the actuation pressure controller (20), the propeller speed controller (21) and / or the engine controller (40) are operatively connected.

[0089] Example 27: A ship propulsion system (1) according to any one of Examples 1 to 26, wherein the input signal is activated by an operator or a captain, and / or is an automatically generated input signal.

[0090] Example 28: The ship propulsion system (1) according to any one of Examples 1 to 27, wherein the clutch device (6) includes a forward clutch unit and a reverse clutch unit.

[0091] Example 29: The ship propulsion system (1) according to any one of Examples 1 to 28, wherein the propeller unit (3) is configured to tow the ship (100) and / or is configured to push the ship (100).

[0092] Example 30: A ship propulsion system (1) according to any one of Examples 1 to 29, wherein the clutch device (6) comprises a plurality of clutch plates (8).

[0093] Example 31: A marine propulsion system (1) according to any one of Examples 1 to 30, further comprising one or more additional engines.

[0094] Example 32: A ship (100) comprising a ship propulsion system (1) according to any one of Examples 1 to 31.

[0095] Example 33: A method of controlling a ship propulsion system (1) according to any one of Examples 1 to 31, comprising: Providing a control unit (7) operatively connected to the propeller unit (3), the transmission device (5) and the clutch device (6); receiving an input signal from the input unit (14); issuing a propeller speed reference based on the input signal (200); The propulsion system (1) is controlled based on the propeller rotational speed reference (200) during varying operation and / or speed of the marine propulsion system.

[0096] Example 34: The method according to Example 33, further comprising: A propeller speed controller (21) is provided, The propeller speed is controlled based on the propeller speed reference (200).

[0097] Example 35: The method according to Example 33 and / or 34 further comprises setting and / or calculating a predetermined actuation pressure, wherein the predetermined actuation pressure is a pressure reference.

[0098] Example 36: A method according to any one of Examples 33 to 35, further comprising measuring an actuation pressure of the clutch device.

[0099] Example 37: The method of Example 36, further comprising providing an actuation pressure controller (20), The actuation pressure is controlled based on the reference pressure and / or the measured actuation pressure.

[0100] Example 38: The method of Example 37, further comprising measuring forward and / or reverse actuation pressure, The measured actuation pressure is applied as feedback to the actuation pressure controller (20).

[0101] Example 39: A method according to any one of Examples 37 and / or 38, further comprising controlling the actuation pressure of the clutch device by closed-loop control.

[0102] Example 40: The method according to any one of Examples 33 to 39, further comprising pressurizing the hydraulic area via at least an electrically controlled valve, an electrically controlled proportional pressure valve and / or an electrically controlled on / off valve.

[0103] Example 41: The method according to Example 40, further comprising determining and / or calculating a predetermined current, the predetermined current being a current reference; providing a current controller (19);

[0104] Based on the current reference, the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve are controlled by closed-loop current control.

[0105] Example 42: The method according to Example 41 also includes controlling at a control frequency greater than 500 Hz, preferably greater than 1 kHz, and more preferably greater than 2 kHz.

[0106] Example 43: The method according to Examples 40 and / or 41 further comprises implementing a current dither of 200 Hz / ±10 mA to minimize a hysteresis of the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0107] Example 44: The method according to any one of Examples 40 to 43 further comprises providing a shunt resistor (18) connected to the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve, The control current is measured with mA accuracy via the shunt resistor.

[0108] Example 45: The method according to Example 44 also includes controlling the electrically controlled valve, the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve by closed-loop current control based on the measured control current and / or the current reference.

[0109] Example 46: The method of any one of Examples 33 to 45, further comprising providing an engine controller (40), The engine speed is controlled based on operator input.

[0110] Example 47: The method of Example 46 further comprising increasing engine speed as full clutch engagement is approached such that clutch engagement is maintained below a level where clutch plate slip-stick behavior may occur.

[0111] Example 48: The method of Examples 46 and / or 47, further comprising resetting the engine speed to idle when the clutch is set to fully engaged.

[0112] The terms used herein are only for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include the plural forms as well. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "include" and / or "comprising" when used herein indicate the presence of stated features, integers, actions, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, parts and / or their groups.

[0113] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0114] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0115] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those commonly understood by those skilled in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0116] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the disclosure is set forth in the appended claims.

Claims

1. A ship propulsion system (1) for a ship (100), comprising: - Engine (2); - a propeller unit (3) having one or more propellers (4a, 4b); - a transmission (5) arranged between the engine and the propeller unit; - a clutch device (6) arranged in connection with the transmission device, the clutch device being configured to transfer power between the engine and the propeller unit; as well as - an input unit (14) configured to receive an input signal indicative of a propeller rotation speed and to issue a propeller rotation speed reference (200) based on the input signal, The propulsion system further comprises a control unit (7) operatively connected to the propeller unit, the clutch device and the input unit, the control unit being configured to control the propulsion system based on the propeller speed reference (200) during varying operation and / or speed of the marine propulsion system.

2. The ship propulsion system (1) according to claim 1, wherein the control unit (7) further comprises a propeller speed controller (21), the propeller speed controller being configured to control the propeller speed based on the propeller speed reference (200).

3. A marine propulsion system (1) according to any one of the preceding claims, wherein the clutch device (6) comprises a clutch plate (8) and a clutch piston (9), the clutch piston being activated by at least one hydraulic zone in order to provide an actuating pressure on the clutch plate.

4. The ship propulsion system (1) according to claim 3, wherein the clutch device (6) has a predetermined actuation pressure, the predetermined actuation pressure being a pressure reference (201).

5. A marine propulsion system (1) according to any one of the preceding claims, wherein the clutch device (6) comprises one or more pressure sensors (17) configured to detect and / or measure an actuation pressure (211) of the clutch device.

6. The ship propulsion system (1) according to claim 5, wherein the control unit (7) comprises an actuation pressure controller (20), the actuation pressure controller (20) being configured to control the actuation pressure based on the pressure reference (201) and / or the measured actuation pressure (211).

7. A marine propulsion system (1) according to claim 6, wherein one or more pressure sensors (17) are operatively connected to the actuation pressure controller (20).

8. A marine propulsion system (1) according to claim 7, wherein the pressure sensor (17) is configured to measure forward and / or reverse actuation pressures, the measured actuation pressures being used as feedback to the actuation pressure controller.

9. The ship propulsion system (1) according to claim 6, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device by closed-loop control.

10. The marine propulsion system (1) according to claim 3, wherein the clutch piston (9) is configured to be actuated by the first hydraulic area (10) and / or the second hydraulic area (11).

11. The marine propulsion system (1) according to claim 10, wherein 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).

12. The ship propulsion system (1) according to claim 11, wherein the electrically controlled valve (25), the electrically controlled proportional pressure valve (12) and / or the electrically controlled on / off valve (13) are controlled by a predetermined current, and the predetermined current is a current reference (202).

13. The ship propulsion system (1) according to claim 12, wherein the control unit (7) comprises a current controller (19), which is configured to perform closed-loop current control on the electrically controlled valve (25), the electrically controlled proportional pressure valve (12) and / or the electrically controlled on / off valve (13) based on the current reference (202).

14. The ship propulsion system (1) according to claim 1, further comprising an engine controller (40), the engine controller being configured to control the engine speed based on the propeller speed reference (200).

15. A marine propulsion system (1) according to claim 14, wherein the engine controller (40) is configured to increase engine speed when approaching full clutch engagement so that clutch engagement is maintained below a level where clutch plate slip-stick behavior may occur.

16. The marine propulsion system (1) according to claim 14, wherein the control unit (7) and the engine controller (40) are operatively connected.

17. A ship (100) comprising the ship propulsion system (1) according to any one of claims 1 to 16.

18. A method of operating a marine propulsion system (1) according to any one of claims 1 to 16, comprising: providing a control unit (7) operatively connected to the propeller unit, the transmission device and the clutch device; receiving an input signal from the input unit (14); issuing a propeller speed reference based on the input signal (200); The propulsion system (1) is controlled based on the propeller rotational speed reference (200) during varying operation and / or speed of the marine propulsion system (1).

19. The method according to claim 18, further comprising setting and / or calculating a predetermined actuation pressure, the predetermined actuation pressure being a pressure reference.

20. The method of claim 19, further comprising measuring an actuation pressure of the clutch device.

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