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 including one or more propellers; a transmission disposed between the engine and the propeller unit; a hydraulic clutch device configured to control power transmission between the engine and the propeller unit; the clutch device comprises a clutch plate and a clutch piston, the clutch piston is configured to be actuated by a first hydraulic region and / or a second hydraulic region, the first hydraulic region is pressurized by an electrically controlled proportional pressure valve, and the second hydraulic region is pressurized by an electrically controlled on / off valve; and the control unit is operably connected with the electric control proportional pressure valve and the electric control on / off valve, and is configured to control the electric control proportional pressure valve and the electric control on / off valve.

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] Marine propulsion systems for ships typically have an engine that provides torque to one or more propellers that drive the ship at different speeds. In addition, some type of transmission and clutch is arranged to transfer 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 can result in the torque being transferred at low speeds being only a fraction of the maximum clutch capacity. This can result in poor control of torque transfer at lower speeds. Summary of the invention

[0004] According to a first aspect of the present disclosure, there is provided a ship propulsion system for a ship, comprising: - Engine, - a propeller unit comprising one or more propellers, - a transmission arranged between the motor and the propeller unit, - a hydraulic clutch device configured to control the power transmission between the engine and the propeller unit, - control unit, wherein the clutch device comprises a clutch plate and a clutch piston, the clutch piston being configured to be actuated by the first hydraulic area and / or the second hydraulic area, and Wherein 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, and the control unit is operably connected to the electrically controlled proportional pressure valve and the electrically controlled on / off valve, and is configured to control the electrically controlled proportional pressure valve and the electrically controlled on / off valve. The first aspect of the present disclosure can seek to improve the control of the vessel from low speed to full speed, thereby improving the slip control performance. Technical advantages can include combining the first hydraulic area and the second hydraulic area, which are configured to pressurize the clutch piston separately or together, so that the compression force on the clutch plate can be reduced, which again improves the resolution of the control pressure. In addition, by combining the electrically controlled proportional pressure valve for controlling the pressure in the first hydraulic area and the electrically controlled on / off valve for controlling the pressure in the second hydraulic area, a higher level of redundancy is obtained. In the event of failure of the electrically controlled proportional valve, 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 potentially saving fuel. The electrical control of the on / off valve allows the transmission or gear to be engaged based on the degree of clutch slip. Therefore, the speed difference of the clutch device can be used to determine whether the electrically controlled on / off valve is opened or closed.

[0005] Optionally, in some examples, including in at least one preferred example, the control unit is configured to control the electrically controlled proportional pressure valve independently of the electrically controlled on / off valve, or the control unit is configured to control the electrically controlled on / off valve independently of the electrically controlled proportional pressure valve. Technical advantages may include that a higher degree of control of the propulsion system may be achieved over a larger range of different speeds of the vessel by, for example, pressurizing only the first hydraulic area during lower speeds. As a result, the compression force on the clutch plate may be reduced, thereby increasing the resolution of the control pressure. The increased resolution of the control signal may improve the slip control performance of the propulsion system.

[0006] Optionally, in some examples, including at least one preferred example, an input unit is further included for adjusting the speed of the vessel in the forward direction and / or the reverse direction. Technical advantages may include that an operator may provide different inputs for maneuvering the vessel.

[0007] Optionally, in some examples, including at least one preferred example, the control unit is operatively connected to the input unit. Technical advantages may include that the control unit controls the propulsion system based on the input such that the clutch does not slip regardless of the speed provided.

[0008] Optionally, in some examples, including in at least one preferred example, the first hydraulic region is substantially equal in size to the second hydraulic region, the first hydraulic region is smaller than the second hydraulic region, or the first hydraulic region is larger than the second hydraulic region. Technical advantages may include that the clutch device may be further optimized to provide a higher degree of control of the clutch device, thereby providing a higher degree of control of the propulsion system.

[0009] 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 electrically controlled proportional pressure valve and / or the electrically controlled on / off valve. Technical advantages may include increasing the control of the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0010] Optionally, in some examples, including at least one preferred example, one or more pressure sensors are further included, which are configured to measure the actuation pressure of the clutch device. Technical advantages may include that the actuation pressure of the piston can be detected and measured.

[0011] Optionally, in some examples, including at least one preferred example, the control unit includes an actuation pressure controller.Technical advantages may include increased control over the actuation pressure of the piston.

[0012] Optionally, in some examples, including at least one preferred example, the one or more pressure sensors are operably connected to an actuation pressure controller.Technical advantages may include increased control over the actuation pressure of the piston.

[0013] Optionally, in some examples, including at least one preferred example, the pressure sensor is configured to measure forward and / or reverse actuation pressures, the measured actuation pressures being used as feedback to the actuation pressure controller. Technical advantages may include increased control of the actuation pressure of the clutch piston.

[0014] Optionally, in some examples, including at least one preferred example, the actuation pressure controller is configured to control the actuation pressure of the clutch device through closed loop control.Technical advantages may include increased control over the actuation pressure of the piston.

[0015] Optionally, in some examples, including at least one preferred example, the control unit further comprises a propeller speed controller.Technical advantages may include increased control over propeller speed.

[0016] Optionally, in some examples, including at least one preferred example, an engine controller is further included that is configured to control engine speed to avoid a slip-stick region near full clutch engagement. Technical advantages may include controlling the engine to account for clutch slip-stick.

[0017] According to a second aspect of the present disclosure, there is provided a vessel comprising a vessel propulsion system as described above. The second aspect of the present invention may seek to improve control of the vessel from low speed to full speed, thereby improving slip control performance and thereby increasing the degree of utilization of the vessel propulsion system during all speeds of the vessel. Furthermore, through higher utilization, the propulsion system may use less consumption at different speeds, thereby being more sustainable.

[0018] According to a third aspect of the present disclosure, there is provided a method for controlling the ship propulsion system as described above, comprising: arranging a clutch device comprising a clutch plate and a clutch piston, the clutch piston being configured to be actuated by the first hydraulic area and / or the second hydraulic area, The first hydraulic area is pressurized by the electronically controlled proportional pressure valve. The second hydraulic area is pressurized by an electrically controlled on / off valve. The electrically controlled proportional pressure valve is controlled independently of the electrically controlled on / off valve, or vice versa. The third aspect of the present disclosure may seek to improve the control of the vessel from low speed to full speed, thereby improving the slip control performance and thereby increasing the utilization of the vessel's propulsion system during all speeds of the vessel. Furthermore, through higher utilization, the propulsion system may use less consumption at different speeds, thereby being more sustainable.

[0019] The disclosed aspects, examples (including any preferred examples), and / or the appended claims may be appropriately combined with each other, as will be apparent to any person of ordinary skill in the art. Additional features and advantages are disclosed in the detailed 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 are described in more detail below with reference to the accompanying drawings.

[0021] Figure 1 is an exemplary marine propulsion system according to an example.

[0022] Figure 2 is an exemplary marine propulsion system according to another example.

[0023] Figure 3 is an exemplary 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 a ship.

[0026] Figure 6 is a schematic flow chart of an example of a method for controlling a propulsion system.

[0027] Figures 7 to 9 is a schematic flow chart of a method of controlling different components of a propulsion system by means of a sub-controller of a control unit. DETAILED DESCRIPTION

[0028] 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.

[0029] Marine propulsion systems for ships have an engine that provides torque to one or more propellers that drive the ship at different speeds, and a transmission and 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 clutch slip is a fault condition in which there is insufficient friction in the clutch, resulting in the clutch being unable to adequately engage or disengage the transmission. The consequence may be that the propulsion system is unable to transfer the intended torque to drive the ship under these conditions.

[0030] However, vessels are not travelling at full speed most of the time, which may result in the torque being transferred at low speeds being only a fraction of the maximum clutch capacity. This may result in poor control of torque transfer at lower speeds. However, during very low vessel speeds, controlled slip may be desirable.

[0031] According to the present disclosure, the clutch piston is divided into a first hydraulic area and a second hydraulic area which can be pressurized separately. The first hydraulic area is pressurized via an electrically controlled proportional pressure valve. By dividing the hydraulic area into two smaller hydraulic areas and by being able to, for example, pressurize only the first hydraulic area, the compression force on the clutch plate can be reduced, thereby improving the resolution of the control pressure. The improvement in the resolution of the control signal can improve the slip control performance of the propulsion system. At low speeds, when controlling slip under low loads, the first hydraulic area can be used.

[0032] By opening the electronically controlled on / off valve, the second hydraulic area can be pressurized independently of the first hydraulic area. When the entire piston is pressurized by both the first and second hydraulic areas by fully opening the electronically controlled proportional pressure valve and the electronically controlled on / off valve, the clutch can transmit full engine power without slippage.

[0033] In addition, by pressurizing the second hydraulic area through the electronically controlled on / off valve, the transmission can be engaged based on the degree of clutch slip. Therefore, the speed difference of the clutch can be used to determine whether the electronically controlled on / off valve is opened or closed. This is an advantage compared to other solutions.

[0034] By controlling the electronically controlled proportional pressure valve and / or the electronically controlled on / off valve based on clutch slip, the risk of premature engagement of the transmission leading to a sudden increase in engine load can be limited. Thus, the risk of engine stalling during gearshifting and / or damage or wear to the transmission can also be limited.

[0035] At the same time, the gear engagement is not affected by changes in load conditions (such as wind, water current and / or propeller size changes), which is also an advantage compared to existing solutions.

[0036] 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 1 In the example of , the engine 2 is 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 system, so that one engine 2 and one or more electric motors share the load. In addition, the engine 2 is arranged outside the ship 100 as an outboard engine 2. In addition, the engine is arranged outside the ship 100 as an outboard engine 2. In another example, the engine may be arranged on the ship 100 as an inboard engine. In addition, the propulsion system 1 may include one engine or multiple engines.

[0037] The propulsion system 1 also includes a propeller unit 3, which includes one or more propellers 4a, 4b. In this 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. For example, if two or more propellers are arranged, they can be arranged as counter-rotating propellers. The propulsion system 1 includes a transmission 5, which 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 transmission 5 may include one or more gears. In addition, a hydraulic clutch device 6 is arranged. The clutch device 6 is configured to control the power transmission between the engine 2 and the propeller unit 3. The propulsion system 1 also includes a control unit 7. In this example, the control unit 7 is arranged relative to the engine 2, however, in other examples, it can be arranged on the ship 100 or arranged relative to other components of the propulsion system 1.

[0038] Furthermore, the clutch device 6 includes a clutch plate 8 and a clutch piston 9, and the clutch piston 9 is configured to be actuated by a first hydraulic area 10 and / or a second hydraulic area 11. According to the present disclosure, 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 operably connected to the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13, and is configured to control the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13.

[0039] Dividing the hydraulic area into two smaller parts and selectively pressurizing only the first hydraulic area 10 can effectively reduce the compression force on the clutch plate. This increase in control pressure accuracy ultimately improves the slip control performance of the propulsion system 1. The first hydraulic area 10 can be used when slip control is required under low load at low speed.

[0040] Independent pressurization of the second hydraulic area 11 can be achieved by activating the electrically controlled on / off valve 13. Once the entire piston is pressurized by both hydraulic areas 10, 11, the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13 can be fully opened to seamlessly transfer the full power of the engine via the clutch without any slippage.

[0041] The propulsion system 1 further comprises an input unit 14 for adjusting the speed of the vessel 100 in the forward direction and / or the backward direction of the vessel. The control unit 7 is operably connected to the input unit 14, so that the control unit 7 can control the propulsion system 1 according to the input, thereby always providing the required thrust. In this example, the input unit 14 is arranged on the vessel 100.

[0042] exist Figure 2 In FIG. 1 , an exemplary ship propulsion system 1 according to another example is shown. The propulsion system 1 has an engine 2, a propeller unit 3 with one or more propellers. In addition, 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.

[0043] The hydraulic clutch device 6 is configured to control the power transmission between the engine 2 and the propeller unit 3. The clutch device 6 includes a clutch plate 8 and a clutch piston 9, and the clutch piston 9 is configured to be actuated by a first hydraulic area 10 and / or a second hydraulic area 11. According to the present disclosure, 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 operably connected to the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13.

[0044] The control unit 7 may be configured to control the electrically controlled proportional pressure valve 12 independently of the electrically controlled on / off valve 13 , or the control unit 7 may be configured to control the electrically controlled on / off valve 13 independently of the electrically controlled proportional pressure valve 12 .

[0045] exist Figure 2 In the example shown in FIG. 1 , the first hydraulic region 10 and the second hydraulic region 12 are substantially equal in size.

[0046] Figure 3An example of a clutch device 6 is shown. The clutch device 6 comprises a clutch plate 8. In this 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 this example, the clutch piston 9 is configured to be actuated by a first hydraulic area 10 and / or a second hydraulic area 11. Figure 3 In the example of , the first hydraulic area 10 is smaller than the second hydraulic area 11. In another example, the first hydraulic area may be larger than the second hydraulic area. 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 operably connected to the electrically controlled proportional pressure valve 12 and the electrically controlled on / off valve 13. In this example, the pump 15 delivers hydraulic fluid to the first hydraulic area 10 via the electrically controlled proportional pressure valve 12, and delivers hydraulic fluid to the second hydraulic area 11 via the electrically controlled on / off valve 13. The hydraulic tank 16 is arranged to be in fluid communication with the pump 15. In addition, the input unit 14 is operably connected to the control unit 7.

[0047] In addition, the pressure sensor 17 is configured to measure the actuation pressure of the clutch device 6. In this example, the pressure sensor 17 is arranged to be connected to the clutch piston 9. In other examples, the pressure sensor 17 can be arranged to be connected to other components of the clutch device 6 for measuring and / or detecting the actuation pressure of the clutch device. In addition, a plurality of pressure sensors can be arranged to measure and / or detect the actuation pressure at different positions and different components of the clutch device 6.

[0048] Furthermore, a shunt resistor 18 may be arranged to be connected to the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13, the shunt resistor 18 being 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 .

[0049] exist Figure 4 , an overview of a control unit 7 according to an example is shown. In this example, the control unit 7 comprises different sub-controllers which can control different components of the propulsion system 1 independently or jointly.

[0050] 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 input unit 14 is configured to receive an input signal indicative of the propeller speed and to issue a propeller speed reference 200 based on the input signal. The actual propeller speed is detected at point 210 and compared with the propeller speed reference 200 in the propeller speed controller 21. If a difference is observed between the propeller speed reference 200 and the propeller speed detected at 210, the propeller speed controller 21 will control the propeller speed accordingly so that the actual propeller speed at 210 will be consistent with the propeller speed reference 200. This can be achieved by closed-loop control. The propeller speed controller 21 includes a feed-forward speed portion 30. Based on the speed reference magnitude, the feed-forward 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 rated load conditions due to current, dirt or dents on the propeller, changes in friction in the transmission, etc.

[0051] 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 value 201 and / or the measured actuation pressure. One or more pressure sensors 17 are operably 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, and the measured actuation pressure 211 is used as feedback to the actuation pressure controller 20. The actuation pressure controller 20 is configured to control the actuation pressure of the clutch device 6 by closed-loop control. The actual actuation pressure is detected at point 211 and compared with the pressure reference value 201 in the actuation pressure controller 20. If a difference is observed between the pressure reference value 201 and the measured actuation pressure 211, the actuation pressure controller 20 will control the actuation pressure accordingly so that the actual actuation pressure at 211 will be consistent with the pressure reference value 201. The actuation pressure controller 20 comprises a feed-forward pressure portion 31. Based on the pressure reference value, the feedforward pressure portion 31 can calculate the current that should be applied to the electronically controlled proportional pressure valve 12 and / or the electronically controlled on / off valve 13 to obtain the desired pressure. These calculations can be based on the established current-pressure characteristics of the electronically controlled proportional pressure valve 12 and the electronically controlled on / off valve 13. The feedback portion of the actuation pressure controller is intended to compensate for differences from the rated valve characteristics due to oil temperature changes, valve hysteresis, etc.

[0052] 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 overheating that the clutch device can withstand without the risk of permanent damage. Therefore, the risk of damage to the clutch device due to excessive temperature is minimized. Excessive temperature is unfavorable during continuous slip operation, such as low-speed drive under heavy load, and / or when the ship is docked at the pier and the gears are engaged at low speed and continuously slip. This is based on the maximum continuous power loss that the clutch device can handle during operation. Power loss becomes heat, and the lubrication and cooling of the system have limits, so that excessive temperature may occur. Based on the maximum allowable power loss and the differential clutch rpm measured by the propeller speed and the engine speed, the thermal torque limit can be calculated. The torque limit can then be converted into an actuation pressure based on the characteristics of the clutch device.

[0053] The control unit 7 may further include a current controller 19, which is configured to perform closed-loop current control on the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13 based on the current reference value 202. A shunt resistor 18 may be arranged to be connected to the electrically controlled proportional pressure valve 12 and / or the electrically controlled on / off valve 13, 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 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 value 202. The actual control current is detected at point 212 and compared with the current reference value 202 in the current controller 19. If a difference is observed between the current reference value 202 and the measured control current 212, the current controller 19 will control the current accordingly so that the actual current at 212 will be consistent with the current reference value 202. As previously described, the current controller 19 compensates for temperature variations in the valve coil and implements dithering to minimize hysteresis caused by valve body sticking.

[0054] The current controller 19 may have a control frequency greater than 500 Hz, preferably greater than 1 kHz, more preferably greater than 2 kHz.

[0055] 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 proportional pressure valve and / or the electrically controlled on / off valve.

[0056] The propulsion system 1 may further include an engine controller 40 configured to control the engine speed based on the propeller speed reference value 200. The engine controller 40 is configured to increase the engine speed near the clutch is fully engaged so that the clutch engagement is maintained below a position where the clutch plate slip-stick behavior may occur. In addition, the engine controller 40 may be configured to reset the engine speed to idle when the clutch is set to fully engaged. The engine controller is a feedforward controller.

[0057] In addition, the engine controller 40 may be operably connected to the input unit 14. In addition, the control unit 7 and the engine controller 40 may be operably connected.

[0058] The current controller 19 , the actuation pressure controller 20 , the propeller speed controller 21 , and / or the engine controller 40 may be operably connected.

[0059] The robustness of the slip control can be improved by combining the current controller 19, the actuation pressure controller 20 and the propeller speed controller 21 in the control unit 7. Together the controllers provide very robust propeller low speed control with a built-in capability to protect the engine from overload and accidental stall.

[0060] For example, during a gear shift, the propeller speed controller may not be used. In this particular case, when the electronically controlled on / off valve is engaged, the required pressure (controller input) will gradually increase from low to high to achieve smooth propeller acceleration to full engagement.

[0061] Furthermore, in the continuous "propeller low speed control" mode, the propeller speed controller 21, the actuating pressure controller 20 and the current controller 19 are all used to control different components of the system 1. Furthermore, in the gear engagement mode, the actuating pressure controller 20 and the current controller 19 are used to control different components of the system 1, but the propeller speed controller 21 and the engine speed controller 40 may not be considered for control situations.

[0062] exist Figure 5 In FIG. 1 , a vessel 100 is shown. The vessel 100 comprises a propulsion system 1 as described above. Figure 5 In the example shown, the propeller unit 3 is configured to pull 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.

[0063] Figure 6 A schematic flow chart of a method of controlling a ship propulsion system 1 as described above is shown.

[0064] In step 500, a control unit is provided, which is operatively connected to the propeller unit, the transmission and the clutch device. In step 501, an input signal is received from the input unit. In step 502, a propeller speed reference value is issued based on the input signal in step 501. In step 503, the propulsion system is controlled based on the propeller speed reference value 200 during the change of the operation and / or speed of the ship propulsion system 1.

[0065] Figures 7 to 9 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.

[0066] exist Figure 7 , a schematic flow chart of a propeller speed controller is shown. In step 600, a propeller speed reference value 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, step 603 is continued. If the actual propeller speed is different from the propeller speed reference value, step 604 is continued, in which the propeller speed is increased or decreased according to the propeller speed reference value. Based on the magnitude of the speed reference value, 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 rated load conditions due to current, dirt or dents on the propeller, changes in friction of the transmission, etc.

[0067] exist Figure 8 , a schematic flow chart of an actuation pressure controller is shown. In step 700, an actuation pressure reference value is provided, for example 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 value. If the actual actuation pressure is substantially equal to the actuation pressure reference value, step 703 is continued. If the actual actuation pressure is different from the actuation pressure reference value, step 704 is continued, in which the actuation pressure is increased or decreased according to the actuation pressure reference value. Based on the pressure reference value, 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 a predetermined 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 rated valve characteristic due to oil temperature changes, valve hysteresis, etc.

[0068] exist Fig. 9, a schematic flow chart of the current controller is shown. In step 800, a current reference value is provided. In step 801, the actual current is detected or measured. In step 802, the actual current is compared with the current reference value. If the actual current is substantially equal to the current reference value, step 803 is continued. If the actual current is different from the current reference value, step 804 is continued, in which the current is increased or decreased according to the current reference value. As previously described, the current controller compensates for temperature changes in the valve coil and implements dithering to minimize hysteresis caused by valve body sticking.

[0069] According to one example, the method for controlling a ship propulsion system 1 of the present disclosure may include: - an arrangement of a clutch device 6 comprising a clutch plate 8 and a clutch piston 9, the clutch piston 9 being 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 the electrically controlled proportional pressure valve 12, - pressurizing the second hydraulic area 11 by means of the electrically controlled on / off valve 13, - Controlling the electrically controlled proportional pressure valve 12 independently of the electrically controlled on / off valve 13 or vice versa.

[0070] Certain aspects and variations of the present disclosure are illustrated in the following, sequentially numbered examples.

[0071] Embodiment 1: A ship propulsion system (1) for a ship (100), comprising - Engine (2), - a propeller unit (3) comprising one or more propellers, - a transmission (5) arranged between the motor and the propeller unit, - a hydraulic clutch device (6) configured to control the power transmission between the engine and the propeller unit, - a control unit (7), The clutch device (6) comprises a clutch plate (8) and a clutch piston (9), wherein the clutch piston is configured to be actuated by a first hydraulic area (10) and / or a second hydraulic area (11), and The first hydraulic area is pressurized by an electrically controlled proportional pressure valve (12), and the second hydraulic area is pressurized by an electrically controlled on / off valve (13), and the control unit is operably connected to the electrically controlled proportional pressure valve and the electrically controlled on / off valve and is configured to control the electrically controlled proportional pressure valve and the electrically controlled on / off valve.

[0072] Embodiment 2: A ship propulsion system (1) as described in Embodiment 1, wherein the control unit (7) is configured to control the electrically controlled proportional pressure valve (12) independently of the electrically controlled on / off valve (13), or the control unit (7) is configured to control the electrically controlled on / off valve (13) independently of the electrically controlled proportional pressure valve (12).

[0073] Embodiment 3: The ship propulsion system (1) as described in any of the above embodiments further comprises an input unit (14) for adjusting the speed of the ship in the forward direction and / or the backward direction.

[0074] Embodiment 4: The ship propulsion system (1) as described in Embodiment 3, wherein the control unit (7) is operably connected to the input unit (14).

[0075] Embodiment 5: A ship propulsion system (1) as described in any of the preceding embodiments, wherein the first hydraulic region (10) is substantially equal to the second hydraulic region (11) in size, the first hydraulic region is smaller than the second hydraulic region, or the first hydraulic region is larger than the second hydraulic region.

[0076] Embodiment 6: The ship propulsion system (1) as described in any one of the preceding embodiments, wherein the clutch device (6) has a predetermined actuation pressure, and the predetermined actuation pressure is a pressure reference value.

[0077] Embodiment 7: A ship propulsion system (1) as described in any of the preceding embodiments, wherein the control unit (7) includes a current controller (19), and the current controller is configured to perform closed-loop current control on the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0078] Embodiment 8: A ship propulsion system (1) as described in any of the preceding embodiments, wherein 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 value.

[0079] Embodiment 9: The ship propulsion system (1) as described in Embodiment 7, wherein the current controller has a control frequency greater than 500 Hz, preferably greater than 1 kHz, and more preferably greater than 2 kHz.

[0080] Embodiment 10: A ship propulsion system (1) as described in any one of Embodiments 7 to 9, wherein the current controller (19) is configured to achieve a current jitter of 200 Hz / ±10 mA to minimize the lag of the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve.

[0081] Embodiment 11: A ship propulsion system (1) as described in any one of Embodiments 7 to 10, wherein a shunt resistor (18) is arranged to be connected to the electrically controlled proportional pressure valve and / or the electrically controlled on / off valve, and the shunt resistor is configured to measure the control current with mA accuracy.

[0082] Embodiment 12: The ship propulsion system (1) as described in any of the preceding embodiments further comprises one or more pressure sensors (17), wherein the pressure sensors are configured to measure the actuation pressure of the clutch device.

[0083] Embodiment 13: A ship propulsion system (1) as described in any of the preceding embodiments, wherein the control unit (7) comprises an actuating pressure controller (20), and the actuating pressure controller is configured to control the actuating pressure based on the pressure reference value.

[0084] Embodiment 14: The ship propulsion system (1) as described in Embodiment 13, wherein the one or more pressure sensors (17) are operably connected to the actuation pressure controller (20).

[0085] Embodiment 15: A ship propulsion system (1) as described in any one of Embodiments 12 to 14, wherein the pressure sensor (17) is configured to measure forward and / or reverse actuation pressure, and the measured actuation pressure is used as feedback to the actuation pressure controller (20).

[0086] Embodiment 16: The ship propulsion system as described in any one of Embodiments 13 to 15, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device (6) through closed-loop control.

[0087] Embodiment 17: A ship propulsion system (1) as described in any one of Embodiments 13 to 16, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device based on a calculated thermal torque limit, wherein the thermal torque limit is calculated based on the maximum allowable power loss and the differential clutch rpm.

[0088] Embodiment 18: A ship propulsion system (1) as described in any of the preceding embodiments, wherein the control unit (7) further comprises a propeller speed controller (21), wherein the propeller speed controller is configured to control the propeller speed based on a propeller speed reference value (200).

[0089] Embodiment 19: The ship propulsion system (1) as described in any of the preceding embodiments further comprises an engine controller (40), wherein the engine controller is configured to control the engine speed to avoid a slip-stick region near full engagement of the clutch.

[0090] Embodiment 20: A ship propulsion system (1) as described in any one of the preceding embodiments, wherein the clutch device (6) comprises a forward clutch unit and a reverse clutch unit.

[0091] Embodiment 21: A ship propulsion system (1) as described in any one of the preceding embodiments, wherein the clutch device comprises a plurality of clutch plates.

[0092] Embodiment 22: The ship propulsion system (1) as described in any of the preceding embodiments further comprises one or more additional engines.

[0093] Embodiment 23: The ship propulsion system (1) as described in any one of the preceding embodiments, wherein the propeller unit (3) is configured to pull the ship and / or is configured to push the ship.

[0094] Embodiment 24: A ship (100), comprising a ship propulsion system (1) as described in any one of the preceding embodiments.

[0095] Embodiment 25: A method for controlling a ship propulsion system (1) as described in any one of Embodiments 1 to 23, comprising: A clutch device (6) is arranged comprising a clutch plate and a clutch piston, wherein the clutch piston is configured to be actuated by a first hydraulic area (10) and / or a second hydraulic area (11), The first hydraulic area is pressurized by an electrically controlled proportional pressure valve (12). The second hydraulic area is pressurized by an electrically controlled on / off valve (13), The electrically controlled proportional pressure valve (12) is controlled independently of the electrically controlled on / off valve (13), or vice versa.

[0096] Embodiment 26: The method as described in Embodiment 25, further comprising providing a propeller speed controller (21), The propeller speed is controlled based on a propeller speed reference value (200).

[0097] Embodiment 27: The method as described in Embodiment 25 and / or 26 further includes setting and / or calculating a predetermined actuation pressure, wherein the predetermined actuation pressure is a pressure reference value.

[0098] Embodiment 28: The method of any one of embodiments 25 to 27 further comprising measuring an actuation pressure of the clutch device.

[0099] Embodiment 29: The method as described in Embodiment 28, further comprising providing an actuation pressure controller (20), The actuation pressure is controlled based on a reference pressure and / or a measured actuation pressure.

[0100] Embodiment 30: The method as described in Embodiment 29, further comprising Measures forward and / or reverse actuation pressure, The measured actuation pressure is applied as feedback to the actuation pressure controller (20).

[0101] Embodiment 31: The method as described in any one of embodiments 29 and / or 30 further includes controlling the actuation pressure of the clutch device through closed-loop control.

[0102] Embodiment 32: The method as described in any one of Embodiments 25 to 31 further includes pressurizing the hydraulic area through at least an electrically controlled valve, an electrically controlled proportional pressure valve and / or an electrically controlled on / off valve.

[0103] Embodiment 33: The method as described in Embodiment 32, further comprising determining and / or calculating a predetermined current, the predetermined current being a current reference value, providing a current controller (19), Based on the current reference value, 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.

[0104] Embodiment 34: The method as described in Embodiment 33 also includes controlling at a control frequency greater than 500 Hz, preferably greater than 1 kHz, and more preferably greater than 2 kHz.

[0105] Embodiment 35: The method as described in Embodiment 32 and / or 33 further includes implementing 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.

[0106] Embodiment 36: The method as described in any one of embodiments 32 to 35, further comprising 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.

[0107] Embodiment 37: The method as described in Embodiment 36 further includes controlling 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 value.

[0108] Embodiment 38: The method as described in any one of embodiments 25 to 37, further comprising providing an engine controller (40), The engine speed is controlled based on operator input.

[0109] Embodiment 39: The method of embodiment 38 further includes increasing the engine speed near full clutch engagement so that the clutch engagement is maintained below a position where clutch plate stick-slip behavior may occur.

[0110] Embodiment 40: The method of embodiment 38 and / or embodiment 39 further comprises resetting the engine speed to idle when the clutch is set to fully engaged.

[0111] 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" 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 term "comprises / comprising / includes and / or including" when used herein indicates the presence of stated features, integers, actions, steps, operations, elements and / or parts, but does not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, parts and / or their groups.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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), said propeller unit comprising one or more propellers (4a, 4b), - a transmission (5) arranged between the engine (2) and the propeller unit (3), - a hydraulic clutch device (6) configured to control the power transmission between the engine and the propeller unit, - a control unit (7), The clutch device (6) comprises a clutch plate (8) and a clutch piston (9), wherein the clutch piston (9) is configured to be actuated by a first hydraulic area (10) and / or a second hydraulic area (11), and 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 operably connected to the electrically controlled proportional pressure valve (12) and the electrically controlled on / off valve (13), and is configured to control the electrically controlled proportional pressure valve (12) and the electrically controlled on / off valve (13).

2. A ship propulsion system (1) according to claim 1, wherein the control unit (7) is configured to control the electrically controlled proportional pressure valve (12) independently of the electrically controlled on / off valve (13), or the control unit (7) is configured to control the electrically controlled on / off valve (13) independently of the electrically controlled proportional pressure valve (12).

3. The ship propulsion system (1) according to claim 1, further comprising an input unit (14) for adjusting the speed of the ship in the forward direction and / or the reverse direction.

4. The ship propulsion system (1) according to claim 3, wherein the control unit (7) is operatively connected to the input unit (14).

5. The ship propulsion system (1) according to claim 1, wherein the first hydraulic area (10) is substantially equal to the second hydraulic area (11) in size, the first hydraulic area (10) is smaller than the second hydraulic area (11), or the first hydraulic area (10) is larger than the second hydraulic area (12).

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

7. The ship propulsion system (1) according to claim 1, wherein 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 value.

8. The ship propulsion system (1) according to claim 6, wherein the current controller (19) is configured to achieve a current dither of 200 Hz / ±10 mA to minimize the hysteresis of the electronically controlled proportional pressure valve and / or the electronically controlled on / off valve.

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

10. The marine propulsion system (1) of claim 1, further comprising one or more pressure sensors (17) configured to measure an actuation pressure of the clutch device (6).

11. The marine propulsion system (1) according to claim 1, wherein the control unit (7) comprises an actuation pressure controller (20).

12. The marine propulsion system (1) according to any one of claims 10 and 11, wherein the one or more pressure sensors (17) are operatively connected to the actuation pressure controller (20).

13. A marine propulsion system (1) according to claim 10, 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 (20).

14. The ship propulsion system (1) according to any one of claims 11 to 13, wherein the actuation pressure controller (20) is configured to control the actuation pressure of the clutch device (6) by closed-loop control.

15. The ship propulsion system (1) according to claim 1, further comprising a propeller speed controller (21), the propeller speed controller being configured to control the propeller speed based on a propeller speed reference value (200).

16. The marine propulsion system (1) of claim 1, further comprising an engine controller (40) configured to control engine speed to avoid a slip-stick region near full clutch engagement.

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

18. A method for controlling a marine propulsion system (1) according to any one of claims 1 to 16, comprising A clutch device (6) is arranged comprising a clutch plate (8) and a clutch piston (9), wherein 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 region (10) is pressurized by an electrically controlled proportional pressure valve (12), The second hydraulic area (11) is pressurized by an electrically controlled on / off valve (13), The electrically controlled proportional pressure valve (12) is controlled independently of the electrically controlled on / off valve (13), or vice versa.

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

20. The method of claim 19, further comprising measuring an actuation pressure of the clutch device, providing an actuation pressure controller (20), The actuation pressure is controlled based on a reference pressure and / or a measured actuation pressure.

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