Watercraft transmission

Abstract

The invention relates to a watercraft transmission (5), comprising a drive shaft (6), at least one clutch (K1, K2), and an output shaft (19). The at least one clutch (K1, K2) is permanently coupled to the drive shaft (6) at a respective first clutch half (7, 13) and permanently coupled to the output shaft (19) at a respective second clutch half (8, 14), wherein the at least one clutch (K1, K2) can be converted from an open state to a closed state depending on an actuating pressure, in which the respective first clutch half (7, 13) and the respective second clutch half (8, 14) have at least substantially the same rotational speeds.In addition, a monitoring system (29) is provided, which comprises precisely one pressure sensor (31) and a first rotary motion sensor (32), wherein the pressure sensor (31) is designed to detect the actuating pressure, whereas the first rotary motion sensor (32) is designed to determine at least one output-side direction of rotation on the side of the respective second coupling half (8, 14). Furthermore, in addition to the pressure sensor (31) and the first rotary motion sensor (32), the monitoring system (29) also has a second rotary motion sensor (33), which is designed to determine at least one drive-side direction of rotation on the side of the respective first coupling half (7, 13).

Description

[0001] The invention relates to a watercraft transmission, in particular a marine transmission, comprising a drive shaft provided for coupling to a drive engine, at least one clutch and an output shaft serving for connection to a watercraft propulsion device, wherein the at least one clutch is permanently coupled to the drive shaft at a respective first clutch half and permanently coupled to the output shaft at a respective second clutch half, wherein the at least one clutch can be converted from an open state to a closed state depending on an actuating pressure, in which the respective first clutch half and the respective second clutch half have at least substantially the same rotational speeds, wherein a monitoring system is provided which comprises exactly one pressure sensor and a first rotational movement sensor, and wherein the pressure sensor is designed toto detect the actuation pressure, whereas the first rotational movement sensor is designed to determine at least one output-side rotational direction on the side of the respective second coupling half. Furthermore, the invention relates to a method for operating an aforementioned watercraft transmission, a watercraft drive train, and a watercraft.

[0002] In watercraft with one or more propulsion engines, the respective propulsion engine is usually connected on the output side to a watercraft propulsion device, which is often a ship's propeller. The output-side connection of the respective propulsion engine is usually established via an intermediate watercraft transmission. In some cases, a watercraft transmission is also provided with a monitoring system that can determine at least one operating state of the watercraft transmission.

[0003] US 2023 / 0 014 852 A1 discloses a watercraft with a starboard-side watercraft drive train and a port-side watercraft drive train. In each watercraft drive train, a drive engine is connected to a respective drive shaft of a respective watercraft transmission, wherein the respective drive shaft is then connected in a rotationally fixed manner to a first coupling half of a respective clutch. A second coupling half of this clutch is then coupled via a respective gear set of the watercraft transmission to a respective output shaft, which, within the respective watercraft drive train, serves to connect to a respective watercraft propulsion device in the form of a ship's propeller. In addition, a monitoring system is assigned to each watercraft transmission, each of which has a sensor system, each with a pressure sensor and a rotational motion sensor.Each pressure sensor can detect the oil pressure applied to the respective clutch. The rotary motion sensor, on the other hand, is located in the area of ​​the respective output shaft and is designed to detect the respective direction of rotation of the respective output shaft and thus the respective direction of rotation on the output side. In this case, an operating state in the form of a respective switching state of the respective watercraft transmission is to be determined by incorporating the variables detected by the respective monitoring system.

[0004] Based on the prior art described above, it is the object of the present invention to equip a watercraft transmission with a monitoring system by means of which the largest possible number of different operating states of the watercraft transmission can be detected and which is also characterized by the simplest possible structure.

[0005] This object is achieved based on the preamble of claim 1 in conjunction with its characterizing features. The dependent claims that follow each of these claims provide advantageous developments of the invention. A method for operating a watercraft transmission according to the invention is also the subject of claims 11 to 13. Furthermore, claim 14 relates to a watercraft drive train, whereas claim 15 relates to a watercraft.

[0006] According to the invention, a watercraft transmission comprises a drive shaft provided for coupling to a prime mover, at least one clutch, and an output shaft serving for connection to a watercraft propulsion device. The at least one clutch is permanently coupled to the drive shaft at a respective first clutch half and to the output shaft at a respective second clutch half, wherein the at least one clutch can be transferred from an open state to a closed state depending on an actuating pressure, in which the respective first clutch half and the respective second clutch half have at least substantially the same rotational speeds. Furthermore, a monitoring system is provided, which comprises precisely one pressure sensor and a first rotational motion sensor.Here, the pressure sensor is designed to detect the actuating pressure, whereas the first rotary motion sensor is designed to determine at least one output-side direction of rotation on the side of the respective second coupling half.

[0007] The watercraft transmission thus has a drive shaft, an output shaft, and at least one clutch, wherein the at least one clutch in the watercraft transmission serves to establish a power flow guide between the drive shaft and the output shaft by virtue of a respective first coupling half of the coupling being permanently coupled to the drive shaft and a respective second coupling half of the at least one clutch being permanently coupled to the output shaft. Preferably, when establishing the power flow guide between the drive shaft and the output shaft via the at least one clutch, a respective transmission ratio between the drive shaft and the output shaft, as well as a respective associated direction of rotation of the output shaft, is defined.

[0008] The watercraft transmission is preferably equipped with a plurality of clutches, each of which is coupled to the drive shaft on one of its respective clutch halves and to the output shaft on the other. When actuated, the clutches implement, in particular, different power flow paths between the drive shaft and the output shaft. The different power flow paths preferably implement corresponding gear ratios between the drive shaft and the output shaft, but generate different directions of rotation of the output shaft. Thus, when the watercraft transmission is used in a drive train of a watercraft, a drive in opposite directions of travel of this watercraft can be achieved.

[0009] The drive shaft of the watercraft transmission according to the invention serves, in the installed state of the watercraft transmission, for coupling to a drive motor, wherein the drive motor can be connected to the drive shaft in a rotationally fixed manner in the installed state or can be coupled to the drive shaft via at least one intermediate gear stage. The drive motor to be coupled to the drive shaft is preferably a main drive motor, although this drive motor can alternatively also be present as an auxiliary drive motor. For the purposes of the invention, a main drive motor means a drive motor which is provided in the respective watercraft drive train, in particular for generating maximum drive power.An auxiliary propulsion engine, on the other hand, is a propulsion engine that is used either only for specific maneuvers of the vessel or for journeys with low propulsion power. For example, such an auxiliary propulsion engine can be used for mooring maneuvers or maneuvering in a harbor area. A main propulsion engine can, in particular, be designed as an internal combustion engine, while an auxiliary propulsion engine can also be an electric motor. Thus, the use of an auxiliary propulsion engine on a vessel makes it possible to implement a propulsion system in areas where, due to emissions regulations, the operation of an internal combustion engine is not possible or only possible to a limited extent.

[0010] In contrast, the output shaft of the watercraft transmission serves as a connection to a watercraft propulsion device. Within the scope of the invention, a "watercraft propulsion device" is understood to mean a device in a watercraft drive train by means of which, when driven via the output shaft, a movement of the watercraft can be induced by displacing water. The watercraft propulsion device can be at least one ship's propeller, at least one waterjet, at least one pod, at least one azimuth thruster, and the like.

[0011] In the watercraft transmission, the at least one clutch is permanently coupled to the drive shaft at its respective first clutch half and permanently coupled to the output shaft at its respective second clutch half, wherein in the sense of the invention, a "permanent coupling" is to be understood as meaning that the drive shaft or the output shaft and the respective clutch half of the at least one clutch cannot rotate independently of one another, but a speed of the drive shaft or the output shaft and a speed of the clutch half permanently coupled thereto are always in a fixed speed ratio to one another.

[0012] The at least one clutch is designed as a pneumatically or hydraulically actuated clutch, in that the at least one clutch can be transferred from an open state to a closed state depending on an actuation pressure. In particular, the at least one clutch is actuated hydraulically, in that the actuation pressure is the pressure of a fluid, in particular oil, and the at least one clutch is subjected to this actuation pressure to change its state.In the closed state of the at least one clutch, the respective first clutch half and the respective second clutch half then have at least substantially the same speeds, where “substantially” here means that even after the at least one clutch has been transferred into its respective closed state, slight speed differences can exist between the respective clutch halves. This can be the case in particular when the at least one clutch is designed as a frictional clutch, which is also preferably the case for the at least one clutch. In this case, the at least one clutch is very particularly preferably a wet-running friction clutch. Within the scope of the invention, however, an embodiment of the at least one clutch as a positive-locking clutch is also conceivable.

[0013] The watercraft transmission according to the invention is further equipped with a monitoring system in which precisely one pressure sensor and a first rotary motion sensor are provided. In this case, the monitoring system in the watercraft transmission is provided in particular to be able to draw conclusions about at least one operating state of the watercraft transmission based on the detection of variables. The precisely one pressure sensor serves to detect the actuation pressure, whereby actuation of the at least one clutch can be detected via the pressure sensor, since the actuation pressure changes for a change in the actuation state of the at least one clutch. In contrast, the first rotary motion sensor is designed to detect at least one output-side direction of rotation on the side of the respective second clutch half.Thus, at least one determination of a direction of rotation taking place at a point of permanent coupling of the respective second coupling half of the at least one coupling with the output shaft takes place via the first rotational movement sensor.

[0014] The invention now includes the technical teaching that, in addition to the pressure sensor and the first rotary motion sensor, the monitoring system also has a second rotary motion sensor, which is designed to determine at least one drive-side rotational direction on the side of the respective first coupling half. In other words, in addition to the precisely one pressure sensor and the first rotary motion sensor, a second rotary motion sensor is provided in the monitoring system, wherein a drive-side rotational direction can be detected via this second rotary motion sensor, at least on the side of the respective first coupling half of the at least one coupling.

[0015] Such a design of a watercraft transmission has the advantage that different operating states of the watercraft transmission can be detected via the monitoring system of this watercraft transmission, whereby the monitoring system requires only a small number of sensors and is therefore characterized by low manufacturing costs. This is because the pressure sensor can be used to determine the respective actuation state of at least one clutch by detecting the actuation pressure. If there are several clutches, it is then also possible to know which of the clutches is currently actuated by knowing the direction of rotation on the output side and the direction of rotation on the input side. Accordingly, the different operating states can be detected via the monitoring system independently of an actuation system, another monitoring system and / or a safety system of the watercraft transmission orof the respective watercraft drive train or the watercraft.

[0016] According to the invention, the monitoring system has, in addition to exactly one pressure sensor, a first rotary motion sensor and a second rotary motion sensor. In particular, the monitoring system can have exactly three sensors in the form of the pressure sensor, the first rotary motion sensor and the second rotary motion sensor. Within the scope of the invention, however, it is also conceivable for further sensors to be assigned to the monitoring system in addition to these three sensors, although this then increases the manufacturing outlay accordingly. The first rotary motion sensor and the second rotary motion sensor each detect at least one respective direction of rotation, i.e., they are each at least capable of determining a respective direction of rotary movement of a respective component of the watercraft transmission in the region of their placement.

[0017] During operation of the watercraft transmission according to the invention, at least one operating state of the watercraft transmission is then recorded via the monitoring system, preferably within the scope of a method. The monitoring system of the watercraft transmission determines the actuating pressure via the pressure sensor, at least the output-side direction of rotation via the first rotary motion sensor, and at least the input-side direction of rotation via the second rotary motion sensor as variables. Based on at least some of these variables, conclusions are then drawn about at least one operating state of the watercraft transmission. Within the scope of the invention, the at least one operating state thus determined can then be stored as status data in the form of statistical data.

[0018] During operation of the watercraft transmission, one of several states of the output shaft can be determined. If no output-side rotational direction is detected, it is assumed that the output shaft is stationary. If an output-side rotational direction is detected, however, depending on the orientation of this output-side rotational direction to the drive-side rotational direction, it is assumed that the output shaft is rotating in the same direction as or opposite to the drive shaft. Thus, with the help of the two rotational motion sensors, it can be detected whether the output shaft, and thus also the watercraft propulsion system connected to it, is rotating, and whether the output shaft, when rotating, has the same direction of rotation as the drive shaft or a direction opposite to it.In conjunction with the detection of the actuating pressure and thus the actuated state of at least one clutch, this can provide an indication of the current switching state of the watercraft transmission.

[0019] If the rotary motion sensors do not detect the directions of rotation directly on the input shaft and the output shaft, any intermediate gear ratios may need to be taken into account when determining the direction of rotation of the output shaft from the output-side direction of rotation detected by the first rotary motion sensor and when determining the direction of rotation of the input shaft from the input-side direction of rotation detected by the second rotary motion sensor.

[0020] According to one embodiment of the invention, the first rotary motion sensor is arranged in the region of the respective second clutch half and directly detects at least one respective direction of rotation of the respective second clutch half. Depending on the arrangement of the at least one clutch, a respective rotary motion can be better detected via the first rotary motion sensor, since a further power flow to the output shaft usually results in a further reduction in speed, and the speed detection functions more accurately and reliably at higher speeds.

[0021] Alternatively, but preferably in addition to the aforementioned embodiment, the first rotary motion sensor is designed as a speed sensor which, in addition to determining the output-side direction of rotation, is also configured to detect an output-side speed on the side of the respective second clutch half. In this case, the first rotary motion sensor therefore not only detects a direction of rotation, but also a respective speed in the corresponding range. When this variant is combined with the aforementioned embodiment, the first rotary motion sensor then also determines a speed of the respective second clutch half of the at least one clutch.

[0022] According to a further possible embodiment of the invention, the second rotary motion sensor is arranged in the region of the respective first coupling half and directly detects at least one respective direction of rotation of the respective first coupling half. The detection of the drive-side direction of rotation, which is at least to be carried out according to the invention, in this case takes place by directly detecting a respective direction of rotation of the respective first coupling half of the at least one coupling. Depending on the arrangement of the at least one coupling, this can be advantageous with regard to detecting the respective rotary motion via the second rotary motion sensor.

[0023] In particular, the second rotary motion sensor is designed as a speed sensor, which is configured to detect not only the drive-side direction of rotation but also a drive-side speed on the side of the respective first coupling half. This makes it possible to also determine a speed in the corresponding range via the second rotary motion sensor.

[0024] In a further embodiment of the invention, the pressure sensor is arranged in a hydraulic system of the watercraft transmission, from which the actuating pressure can be applied to at least one clutch. If the watercraft transmission is provided with multiple clutches, the pressure sensor is arranged in the hydraulic system at a location before a branching of the clutch supply. This allows the pressure sensor to constantly detect a change in the actuating pressure in the hydraulic system and thus also be used to detect the actuations of the various clutches.

[0025] In a further development of the invention, the at least one clutch is designed as a friction clutch, which, depending on the actuating pressure, can also be operated in a slip state between the open state and the closed state. Thus, when the watercraft transmission is used in the watercraft drive train, the slip operation of the at least one clutch also allows partial load operation, for example, trolling operation.

[0026] If both rotary motion sensors are designed as speed sensors and, in addition, the at least one clutch can also be operated in a slip state, the output-side speed can be determined via the first rotary motion sensor during operation of the watercraft transmission, and the input-side speed can be detected via the second rotary motion sensor. In an advantageous manner, this, in conjunction with detection of the actuating pressure via the pressure sensor, can be used to determine one of several operating modes of the at least one clutch as the operating state. For example, an operating mode with no actuation of the at least one clutch of the watercraft transmission is preferably detected when the actuating pressure is below a minimum partial load operating pressure, i.e. below a pressure threshold that must at least be represented for the realization of partial load operation.

[0027] On the other hand, an operating mode with partial actuation of the at least one clutch is concluded if the actuation pressure is above the minimum part-load operating pressure and below a maximum part-load operating pressure and, at the same time, a ratio of the output-side speed to the input-side speed is within predetermined limits. In this case, a drive-through ratio is formed for the ratio of the output-side speed to the input-side speed and is set in relation to a minimum drive-through ratio and a maximum drive-through ratio. Preferably, a dwell time test is also carried out in order to rule out the possibility that the operating mode of partial actuation of the at least one clutch is not detected when the transition from the operating mode with no actuation of the at least one clutch to an operating mode with full actuation of the at least one clutch is carried out.

[0028] Furthermore, complete actuation of the at least one clutch is detected when the actuation pressure is above a minimum required clutch pressure and, at the same time, a rotational speed of the respective first clutch half of the at least one clutch at least substantially corresponds to a rotational speed of the respective second clutch half of the at least one clutch. This is because this indicates an essentially fully closed state of the at least one clutch. "Essentially" means that the rotational speed of the respective first clutch half and the rotational speed of the respective second clutch half differ only slightly from one another, which can also be the case with a frictionally engaged clutch in the fully closed state.

[0029] Particularly preferably, the determination of one of several operating modes of the at least one clutch is combined with the recording of one of several states of the output shaft in order to be able to determine different states of the watercraft transmission and thus also of the respective watercraft drive train. Thus, if the at least one clutch is not actuated and there is no rotational movement of the output shaft, it is concluded that the watercraft is stationary, whereas if the at least one clutch is not actuated and there is rotational movement of the output shaft, it is concluded that there is flow to the watercraft propulsion devices or that the watercraft propulsion devices are alternatively driven via another drive. The latter could be recorded more precisely by determining the speed of the output shaft and, once a certain speed limit is exceeded, inferring that the drive is via the alternative drive.

[0030] When at least one clutch is partially actuated, the detection of the rotational movement of the output shaft indicates partial load operation, for example trolling operation, whereby the direction of rotation of the output shaft can provide an indication of which of the clutches is actuated and thus also of the switching state of the watercraft transmission.

[0031] In addition, when the at least one clutch is fully actuated, normal operation, rated load operation, or full load operation can be determined by detecting the rotational movement of the output shaft, whereby in the case of a watercraft transmission with several clutches, a switching state of the watercraft transmission can also be determined by determining the direction of rotation of the output shaft.

[0032] Particularly preferably, the watercraft transmission according to the invention comprises a first clutch and a second clutch, wherein the second clutch half of the first clutch is connected in a rotationally fixed manner to a first shaft, which is coupled to the output shaft via a first spur gear stage. The output shaft is further coupled by means of a second spur gear stage to a second shaft, which is connected in a rotationally fixed manner to the second clutch half of the second clutch, the first clutch half of which is coupled to the first clutch half of the first clutch via a third spur gear stage. This makes it possible to realize a design of the watercraft transmission in which different directions of rotation of the output shaft can be represented in a simple manner.Particularly preferably, the first spur gear stage and the second spur gear stage have the same spur gear, which is arranged in a rotationally fixed manner on the output shaft, and define corresponding gear ratios. Furthermore, the third spur gear stage is preferably designed with a gear ratio of -1, i.e., the third spur gear stage reverses the direction of rotation.

[0033] In a further development of the aforementioned variant, the input shaft is either non-rotatably connected to the first coupling half of the first clutch or coupled via an additional spur gear stage to another shaft, which is non-rotatably connected to the first coupling half of the first clutch. In the latter case, this allows for an additional pre-shift stage when gearing from the input shaft to the output shaft.

[0034] According to one possible embodiment of one of the two variants described above, a power take-off shaft is also provided, which is designed for coupling to another drive machine and can be coupled to the output shaft via an additional clutch. Particularly preferably, the power flow is routed from the power take-off shaft to the output shaft via an additional spur gear stage. The power take-off shaft serves, in particular, to connect another drive machine in the form of an auxiliary drive machine.

[0035] The invention also relates to a watercraft drive train comprising a watercraft transmission according to one or more of the variants described above. The watercraft transmission is provided for coupling at least one prime mover to a watercraft propulsion device. Such a watercraft drive train is, in particular, part of a watercraft, which is, in particular, a ship.

[0036] Advantageous embodiments of the invention, which are explained below, are illustrated in the drawings. It shows: Fig. 1 is a schematic view of a watercraft drive train with a watercraft transmission according to a first embodiment of the invention, and Fig. 2 a schematic representation of a watercraft drive train with a watercraft transmission according to a second embodiment of the invention.

[0037] Out of Fig. 1 shows a schematic view of a watercraft drive train 1, which is composed of two drive engines 2 and 3, a watercraft propulsion device 4 and a watercraft transmission 5. While the drive engine 2 is in particular a main drive engine, which can be designed as an internal combustion engine, the drive engine 3 is preferably an auxiliary drive engine and can be configured as an electric machine. The watercraft propulsion device 4, on the other hand, is preferably at least one ship's propeller, at least one waterjet, at least one pod, at least one azimuth thruster or the like. The watercraft drive train 1 is provided in a watercraft, which is in particular a ship.

[0038] In this case, the drive motor 2 is connected on the output side in a rotationally fixed manner to a drive shaft 6 of the watercraft transmission 5, which is connected in a rotationally fixed manner to a first clutch half 7 of a first clutch K1 within the watercraft transmission 5. The first clutch K1 is a wet-running friction clutch, the second clutch half 8 of which is connected in a rotationally fixed manner to a shaft 9 of the watercraft transmission 5. The first clutch half 7 of the first clutch K1 is also connected in a rotationally fixed manner to a spur gear 10 of a spur gear stage 11, which, in addition to the spur gear 10, also has a further spur gear 12.

[0039] Within the spur gear stage 11, the spur gear 10 and the spur gear 12 mesh with one another, with the spur gear 12 being connected in a rotationally fixed manner to a first clutch half 13 of a second clutch K2. A gear ratio of -1 is defined between the first clutch half 7 of the first clutch K1 and the first clutch half 13 of the second clutch K2 via the spur gear stage 11, i.e., a rotational movement is transmitted from the first clutch half 7 to the first clutch half 13 and vice versa, in each case only generating a reversal of the direction of rotation.

[0040] The second clutch K2 is also designed as a wet friction clutch and, in addition to the first clutch half 13, also has a second clutch half 14, which is connected in a rotationally fixed manner to a shaft 15. The shaft 15, together with the second clutch K2, is arranged axially offset from the drive shaft 6, the first clutch K1, and also the shaft 9.

[0041] As in Fig. 1, a spur gear 16 of a spur gear stage 17 is also arranged on the shaft 9, which - as can be seen from the dashed line in Fig. 1 - meshes with a spur gear 18 of the spur gear stage 17. The spur gear 18 is arranged in a rotationally fixed manner on an output shaft 19, via which a rotationally fixed connection of the watercraft transmission 5 to the watercraft propulsion device 4 is established. The output shaft 19 is arranged axially offset from the drive shaft 6, the first clutch K1 and the shaft 9, as well as from the second clutch K2 and the shaft 15. The spur gear 18 is also part of a spur gear stage 20 and a spur gear stage 21, in that the spur gear 18 meshes with a spur gear 22 within the spur gear stage 20 and with a spur gear 23 within the spur gear stage 21. Here, the spur gear 22 is arranged in a rotationally fixed manner on the shaft 15, while the spur gear 23 is rotationally fixedly connected to a second coupling half 24 of a third coupling K3.

[0042] The third clutch K3 is also designed as a wet friction clutch and, in addition to the second clutch half 24, also has a first clutch half 25, which is non-rotatably connected to a power take-off shaft 26 of the watercraft transmission 5. The power take-off shaft 26, together with the third clutch K3, is positioned axially offset from the drive shaft 6, the shaft 15, and the output shaft 19, with the power take-off shaft 26 being non-rotatably connected to the drive engine 3.

[0043] The clutches K1, K2, and K3 are each hydraulically actuated friction clutches, so that the respective clutch K1, K2, and K3 can be transferred from an open state to a closed state depending on a pressure, in which the respective clutch halves 7 and 8, 13 and 14, and 24 and 25 have essentially the same rotational speeds. For pressurization, the first clutch K1 and the second clutch K2 are each connected via a supply line 27 to a hydraulic system 28, from which they can each be actuated with an actuation pressure prevailing in the hydraulic system 28.Depending on the setting of the actuating pressure in the hydraulic system 28, the two clutches K1 and K2 can each be operated in a slip mode in addition to their fully open state and their fully closed state, in which speed differences defined by the actuating pressure exist between the respective first clutch half 7 or 13 and the respective second clutch half 8 or 14 due to a partial closing of the respective clutch K1 or K2.

[0044] The first clutch K1, in its slip mode and also in its fully engaged state, couples the drive shaft 6 to the shaft 19, from which a gear transmission then takes place via the spur gear stage 17 to the output shaft 19 and thus to the watercraft propulsion device 4. In this case, the spur gear stage 17 provides a slow gear transmission to the output shaft 19. If, however, the second clutch K2 is fully engaged or in slip mode, a drive movement of the drive shaft 6 is transmitted via the spur gear stage 11 to the shaft 15 and then via the spur gear stage 20 to the output shaft 19, with the spur gear stage 20 also providing a slow gear transmission to the output shaft 19. This results in an opposite direction of rotation of the output shaft 19 compared to a power flow via the first clutch K1.If, on the other hand, the third clutch K3 is actuated, this results in a transmission from the auxiliary drive shaft 26 via the spur gear stage 21 to the output shaft 19, whereby a transmission to the slow speed on the output shaft 19 is preferably defined via the spur gear stage 21.

[0045] In order to be able to detect different operating states of the watercraft transmission 5, the watercraft transmission 5 is also equipped with a monitoring system 29, via which the different operating states can be detected independently of an actuation system, another monitoring system, and also a safety system of the vessel. In addition to a computing unit 30, which can process data, the monitoring system 29 also comprises a pressure sensor 31, a first rotary motion sensor 32, and a second rotary motion sensor 33. The pressure sensor 31, the first rotary motion sensor 32, and the second rotary motion sensor 33 are each connected to the computing unit 30, so that the variables detected by the sensors 31, 32, and 33 are made available to the computing unit 30.

[0046] The actuation pressure in the hydraulic system 28 is detected via the pressure sensor 31, so that the respective actuation of the first clutch K1 and the second clutch K2 can also be detected via the pressure sensor 31. The first rotary motion sensor 32 is arranged on the shaft 9 and detects a direction of rotation and a speed of the shafts 9. This also directly determines a direction of rotation and a speed of the second clutch half 8 of the first clutch K1, wherein the direction of rotation and the speed are also in a fixed relationship to a direction of rotation and a speed of the output shaft 19 due to the permanent coupling via the spur gear stage 17. The second rotary motion sensor 33 is arranged in the area of ​​the first clutch half 7 of the first clutch K1 and directly detects a direction of rotation and a speed of the first clutch half 7.Due to the non-rotatable connection with the drive shaft 6, the direction of rotation and the speed also correspond to a direction of rotation and a speed of the drive shaft 6.

[0047] Via the computing unit 30, one of several states of the output shaft 19 can be determined with the aid of the rotary motion sensors 32 and 33. If no rotational speed is detected by the first rotary motion sensor 32, this also means that the output shaft 19 is at a standstill. If, on the other hand, a rotational speed is detected by the first rotary motion sensor 32, it can be determined whether the output shaft 19 is rotating in the same direction as or opposite to the input shaft 6 based on the direction of rotation also detected and the speed and direction of rotation detected by the second rotary motion sensor 33. The change in the direction of rotation of the output shaft 19 relative to shaft 9, brought about by the spur gear stage 17, must be taken into account.

[0048] By means of the pressure sensor 31, one can determine one of several operating modes for the clutches K1 and K2 by detecting the actuation pressure in the hydraulic system 28 and partially incorporating the variables detected via the rotary motion sensors 32 and 33. If the actuation pressure is below a minimum partial load operating pressure, this indicates that the clutches K1 and K2 are not being actuated. The minimum partial load operating pressure is the pressure that must be generated at least to represent partial load operation. If, on the other hand, the detected actuation pressure is above the minimum partial load operating pressure and below a maximum partial load operating pressure, iea maximum pressure to be generated to represent partial load operation, and at the same time a ratio of a speed of the output shaft 19 to a speed of the input shaft 6 is within predetermined limits, this indicates partial actuation of one of the clutches K1 and K2. The ratio of the speed of the output shaft 19 to the speed of the input shaft 6 is preferably formed as a drive ratio and set as limits in relation to a minimum drive ratio and a maximum drive ratio. The latter is limited in particular by the clutch design. In particular, a dwell time of the partial actuation is also taken into account, i.e. in order to detect partial actuation, the conditions must be present for a defined time.

[0049] Full actuation of one of the clutches K1 and K2 is concluded when the actuation pressure is above a minimum required clutch pressure and a speed of the respective second clutch side 8 or 14 essentially corresponds to a speed of the respective first clutch side 7 or 13. These speeds are detected directly in the first clutch K1 via the two rotary motion sensors 32 and 33, with the speeds of the second clutch K2 corresponding in magnitude to the speeds of the first clutch K1 due to the transmission ratios of the spur gear stages 11, 17 and 20.

[0050] Using the variables thus determined, the computer unit 30 is able to determine the various operating states of the watercraft transmission 5. This allows the following states, for example, to be detected: if the clutches K1 and K2 are not actuated and a standstill of the output shaft 19 is also detected, this also indicates a standstill of the watercraft propulsion device 4. If, on the other hand, a rotary movement of the output shaft 19 is detected when the clutches K1 and K2 are not actuated, this allows the conclusion that the watercraft propulsion device 4 is receiving flow or that the drive is being provided by the prime mover 3 with the clutch K3 engaged. The latter could be determined more precisely by determining the speed of the output shaft 19 and, once a certain speed limit is exceeded, inferring that the drive is being provided by the prime mover 3.

[0051] If, however, partial actuation of one of the clutches K1 and K2 has been detected, it is also possible to determine which of the two clutches K1 and K2 has been closed to represent partial load operation in slip mode by taking into account the direction of rotation of the output shaft 19. Partial load operation could, for example, take the form of trolling operation. Likewise, if complete actuation of one of the two clutches K1 and K2 is detected, it is also possible to determine which of the two clutches K1 and K2 has brought about the fully closed state by additionally taking into account the direction of rotation of the output shaft 19. This also indicates operation in normal operation up to the nominal load.

[0052] Furthermore, Fig. 2 a schematic representation of a watercraft drive train 34, which largely corresponds to the previous variant according to Fig. 1. In contrast to the execution according to Fig. 1, in the watercraft drive train 34, only the drive engine 2 is provided. In addition, the watercraft drive train 34 has a watercraft transmission 35 according to a second possible embodiment of the invention, wherein this watercraft transmission 35 essentially corresponds to the watercraft transmission 5 from Fig. 1. The only difference is that the drive shaft 6 is now not connected in a rotationally fixed manner to the first clutch half 7 of the first clutch K1, but is coupled to the first clutch half 7 via an intermediate spur gear stage 36. The spur gear stage 36 is composed of two meshing spur gears 37 and 38, of which the spur gear 37 is connected in a rotationally fixed manner to the drive shaft 6 and the spur gear 38 is connected in a rotationally fixed manner to the first clutch half 7 of the first clutch K1 via a shaft 39. The intermediate gear ratio defined by the spur gear stage 36 must be taken into account accordingly when determining operating states of the motor vehicle transmission 35 via the monitoring system 29. Otherwise, the design according to Fig. 2 of the variant Fig. 1, so that reference is made to what has been described in this regard.

[0053] By means of the inventive designs of a watercraft transmission, different operating states of the respective watercraft transmission can be detected with a simple structure. Reference symbol 1 watercraft drive train 2 drive machine 3 drive machine 4 Watercraft propulsion equipment 5 Watercraft gearboxes 6 Drive shaft 7 first coupling half 8 second coupling half 9 Wave 10 Spur gear 11 Spur gear stage 12 Spur gear 13 first coupling half 14 second coupling half 15 Wave 16 Spur gear 17 Spur gear stage 18 Spur gear 19 Output shaft 20 spur gear stage 21 Spur gear stage 22 Spur gear 23 Spur gear 24 second coupling half 25 first coupling half 26 Power take-off shaft 27 supply line 28 Hydraulic system 29 Surveillance system 30 computing units 31 Pressure sensor 32 rotary motion sensor 33 Rotary motion sensor 34 Watercraft drive train 35 watercraft gearboxes 36 spur gear stage 37 Spur gear 38 spur gear 39 Wave K1 clutch K2 clutch K3 clutch

Claims

[1] Watercraft transmission (5; 35), in particular a marine transmission, comprising a drive shaft (6) provided for coupling to a drive engine (2), at least one clutch (K1, K2) and an output shaft (19) serving for connection to a watercraft propulsion device (4), wherein the at least one clutch (K1, K2) is permanently coupled to the drive shaft (6) at a respective first clutch half (7, 13) and to the output shaft (19) at a respective second clutch half (8, 14), wherein the at least one clutch (K1, K2) can be converted from an open state to a closed state as a function of an actuating pressure, in which the respective first clutch half (7, 13) and the respective second clutch half (8, 14) have at least substantially the same rotational speeds, wherein a monitoring system (29) is provided,which comprises exactly one pressure sensor (31) and a first rotary motion sensor (32), and wherein the pressure sensor (31) is designed to detect the actuating pressure, whereas the first rotary motion sensor (32) is designed to determine at least one output-side direction of rotation on the side of the respective second coupling half (8, 14), , characterized by that the monitoring system (29) has, in addition to the pressure sensor (31) and the first rotary motion sensor (32), a second rotary motion sensor (33) which is designed to determine at least one drive-side direction of rotation on the side of the respective first coupling half (7, 13). [2] Watercraft transmission (5; 35) according to claim 1, characterized bythat the first rotational movement sensor (32) is arranged in the region of the respective second coupling half (8) of the at least one coupling (K1) and thereby directly detects at least one respective direction of rotation of the respective second coupling half (8). [3] Watercraft transmission (5; 35) according to claim 1 or 2, characterized by that the first rotary motion sensor (32) is designed as a speed sensor which, in addition to determining the output-side direction of rotation, is also designed to detect an output-side speed on the side of the respective second coupling half (8, 14). [4] Watercraft transmission (5; 35) according to one of claims 1 to 3, characterized by that the second rotational movement sensor (33) is arranged in the region of the respective first coupling half (7) of the at least one coupling (K1) and thereby directly detects at least one respective direction of rotation of the respective first coupling half (7). [5] Watercraft transmission (5; 35) according to one of the preceding claims, characterized by that the second rotary motion sensor (33) is designed as a speed sensor which, in addition to determining the drive-side direction of rotation, is also designed to detect a drive-side speed on the side of the respective first coupling half (7, 13). [6] Watercraft transmission (5; 35) according to one of the preceding claims, characterized by that the pressure sensor (31) is arranged in a hydraulic system (28) from which the at least one clutch (K1, K2) can be subjected to the actuating pressure. [7] Watercraft transmission (5; 35) according to one of the preceding claims, characterized by that the at least one clutch (K1, K2) is designed as a friction clutch which, depending on the actuating pressure, can also be operated in a slip state lying between the open state and the closed state. [8] Watercraft transmission (5; 35) according to one of the preceding claims, characterized by that a first clutch (K1) and a second clutch (K2) are provided, wherein the second clutch half (8) of the first clutch (K1) is connected in a rotationally fixed manner to a first shaft (9) which is coupled to the output shaft (19) via a first spur gear stage (17), wherein the output shaft (19) is also coupled by means of a second spur gear stage (20) to a second shaft (15) which is connected in a rotationally fixed manner to the second clutch half (14) of the second clutch (K2), the first clutch half (13) of which is coupled to the first clutch half (7) of the first clutch (K1) via a third spur gear stage (11). [9] Watercraft transmission (5; 35) according to claim 8, characterized bythat the drive shaft (6) is either connected in a rotationally fixed manner to the first coupling half (7) of the first coupling (K1) or is coupled via a further spur gear stage (36) to a further shaft (39) which is connected in a rotationally fixed manner to the first coupling half (7) of the first coupling (K1). [10] Watercraft transmission (5) according to claim 8 or 9, characterized by that a secondary drive shaft (26) is also provided, which is intended for coupling to a further drive machine (3) and which can be coupled to the output shaft (19) via an additional clutch (K3). [11] Method for operating a watercraft transmission (5; 35) according to one of claims 1 to 10, wherein the monitoring system (29) of the watercraft transmission (5; 35) detects the actuating pressure via the pressure sensor (31) as variables, at least the output-side direction of rotation is determined via the first rotary motion sensor (32) and at least the drive-side direction of rotation is determined via the second rotary motion sensor (33), and wherein at least one operating state of the watercraft transmission (5; 35) is deduced from at least some of these variables. [12] Method according to claim 11, characterized bythat one of several states of the output shaft (19) is inferred, wherein a standstill of the output shaft (19) is inferred if no output-side direction of rotation is detected, and wherein upon detection of an output-side direction of rotation, a rotational movement of the output shaft (19) in the same direction or opposite to that of the drive shaft (6) is inferred depending on an orientation of this output-side direction of rotation to the drive-side direction of rotation. [13] Method according to claim 11 or 12 and for operating a watercraft transmission (5; 35) according to claims 3, 5 and 7, characterized bythat the output-side speed is determined via the first rotary motion sensor (32) and the drive-side speed is detected via the second rotary motion sensor (33), wherein one of several operating modes of the at least one clutch (K1, K2) is concluded as the operating state and an operating mode with no actuation of the at least one clutch (K1, K2) of the watercraft transmission (5;35) is detected when the actuating pressure is below a minimum part-load operating pressure, wherein an operating mode with partial actuation of the at least one clutch (K1, K2) is inferred when the actuating pressure is above the minimum part-load operating pressure and below a maximum part-load operating pressure and, at the same time, a ratio of the output-side speed to the input-side speed is within predetermined limits, and wherein a complete actuation of the at least one clutch (K1, K2) is detected when the actuating pressure is above a minimum required clutch pressure and, at the same time, a speed of the respective first clutch half (7, 13) of the at least one clutch (K1, K2) corresponds at least substantially to a speed of the respective second clutch half (8, 14) of the at least one clutch (K1, K2). [14] Watercraft drive train (1; 34) comprising a watercraft transmission (5; 35) according to one or more of claims 1 to 10. [15] Watercraft, in particular ship, comprising a watercraft drive train (1; 34) according to claim 14.

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