Patent Grant
11215128
The present disclosure relates to marine engines equipped with a wet clutch and optionally a trolling valve.
GB Patent Application Publication No. 1530959A discloses an automatic change-gear assembly for a water-jet boat propulsion system having an input shaft linked to an output shaft via a one-way clutch and an overdrive system comprising gears meshing with gears on the input and output shafts respectively, the gears being drivingly interconnectible by a fluid actuated multiplate clutch. Clutch is engaged when fluid pressure in a throttled passageway in a layshaft carrying the gears builds up to displace annular piston with gear. Fluid pressure is supplied by a pump when a lubricating by-pass valve is closed by a solenoid. Valve is normally closed at low speeds, and thus drive is effected through the overdrive, the gear change to direct drive taking place in response to one of the following; maximum engine throttle-opening, predetermined engine speed, predetermined boat speed or a manual override, or dis-engagement of the direct-drive by a neutral switch. In a modification there are two overdrives, having different drive ratios, and operative sequentially.
U.S. Pat. No. 6,176,750 discloses an improved hydraulic system for a twin propeller marine propulsion unit. A vertical drive shaft is operably connected to the engine of the propulsion unit and carries a pinion that drives a pair of coaxial bevel gears. An inner propeller shaft and an outer propeller shaft are mounted concentrically in the lower torpedo section of the gear case and each propeller shaft carries a propeller. To provide forward movement for the watercraft, a sliding clutch is moved in one direction to operably connect the first of the bevel gears with the inner propeller shaft to drive the rear propeller. A hydraulically operated multi-disc clutch is actuated when engine speed reaches a pre-selected elevated value to operably connect the second of the bevel gears to the outer propeller shaft, to thereby drive the second propeller in the opposite direction. The hydraulic system for actuating the multi-disc clutch includes a pump connected to the inner propeller shaft, and the pump has an inlet communicating with a fluid reservoir in the gear case and has an outlet which is connected through a hydraulic line to the multi-disc clutch. A strainer, a pressure regulator and a valve mechanism are disposed in the lower gear case and are located in series in the hydraulic line. At idle and slow operating speeds the valve is held by a solenoid in a position where the fluid is dumped to the reservoir, so that the pressure of the fluid being directed to the multi-disc clutch is insufficient to engage the clutch. At engine speeds above a preselected value, the solenoid is deenergized and the valve is then biased to a position where the fluid is delivered to the multi-disc clutch to engage the clutch and cause operation of the second propeller.
U.S. Pat. No. 7,361,067 discloses a system that stores data relating to the operation of a marine vessel during a water skier launch procedure. The data can include a plurality of throttle handle positions that are stored at a frequency which is suitable for reproducing the movement profile of the handle during a launch procedure. The water skier launch profile is then stored so that it can be recalled and reactivated to repeat the acceleration profile of the boat.
U.S. Pat. No. 8,439,800 discloses a shift control system for a marine drive that applies partial clutch engagement pressure upon initial shifting from forward to reverse to prevent stalling of the engine otherwise caused by applying full clutch engagement pressure upon shifting from forward to reverse.
U.S. Pat. No. 9,441,724 discloses a method of monitoring and controlling a transmission in a marine propulsion device comprising the steps of receiving a rotational input speed of an input shaft to the transmission, receiving a rotational output speed of an output shaft from the transmission, receiving a shift actuator position value, and receiving an engine torque value. The method further comprises calculating a speed differential based on the input speed and the output speed, and generating a slip profile based on a range of speed differentials, engine torque values, and shift actuator position values.
The above-noted patents and applications are hereby incorporated by reference herein, in their entireties.
This Summary is provided to introduce a selection of concepts that are further described herein below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.
According to the present disclosure, a wet clutch and optionally a trolling valve in a marine engine are utilized to allow the engine to spool up to a desired engine speed before the transmission fully engages forward gear. Such a methodology can be used to enhance launch of a marine vessel powered by the marine engine.
One example of the present disclosure is of a method for controlling a speed of a propeller of a marine propulsion device during launch of a marine vessel. The method is carried out by a control module and comprises receiving a command to initiate an enhanced launch feature of the marine vessel. The method next includes increasing a speed of an engine of the marine propulsion device in response to the enhanced launch feature command. While the engine speed increases, the method includes commanding a first amount of engagement of a forward gear controlling torque transfer from an output shaft of the engine to an input shaft of the propeller. After the engine speed reaches a predetermined threshold, the method includes commanding a second, greater amount of engagement of the forward gear controlling torque transfer from the engine output shaft to the propeller input shaft.
According to another example, a system for a marine vessel includes a marine propulsion device having an engine coupled via a transmission to a propeller, a control module controlling the marine propulsion device, and an operator input device in signal communication with the control module. The control module is configured to carry out an enhanced launch algorithm in response to an enhanced launch feature command from the operator input device. The control module increases a speed of the engine in response to the enhanced launch feature command. While the engine speed increases, the control module controls the transmission to provide a first amount of power-transferring engagement between the engine and the propeller. After the engine speeds reaches a predetermined threshold, the control module controls the transmission to provide a second, greater amount of power-transferring engagement between the engine and the propeller shaft.
The present disclosure is described with reference to the following Figures. The same numbers are used throughout the Figures to reference like features and like components.
In the present description, certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be implied therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The different systems and methods described herein may be used alone or in combination with other systems and methods. Various equivalents, alternatives, and modifications are possible.
The marine propulsion system 10 further includes engine speed sensors 22a, 22b measuring a speed of a respective engine 16a, 16b. In one example, the engine speed sensors 22a, 22b may be shaft rotational speed sensors (e.g., tachometers), which measure a speed of the engine 16a or 16b in rotations per minute (RPM), as is known to those having ordinary skill in the art. Each transmission 20a, 20b includes a transmission output speed (TOS) sensor 21a, 21b that measures an output speed of the respective transmission 20a, 20b in RPM. The TOS sensors 21a, 21b may be of a type similar to that of the engine speed sensors 22a, 22b. Clutch pressure sensors 23a, 23b are also provided in connection with the respective transmissions 20a, 20b. Clutch pressure sensors 23a, 23b can be pressure transducers in the hydraulic circuit(s) associated with the clutches of the transmissions 20a, 20b. Trolling valves 25a, 25b are also provided for each marine propulsion device 14a, 14b, and will be described further herein below.
The marine propulsion system 10 also includes a control module 28 in signal communication with the engines 16a, 16b and the transmissions 20a, 20b, as well as their associated sensors and valves and other components noted herein below. The control module 28 is programmable and includes a processor and a memory. The control module 28 can be located anywhere in the marine propulsion system 10 and/or located remote from the marine propulsion system 10 and can communicate with various components of the marine vessel 12 via a peripheral interface and wired and/or wireless links, as will be explained further herein below. Although
In some examples, the control module 28 may include a computing system that includes a processing system, storage system, software, and input/output (I/O) interfaces for communicating with peripheral devices. The systems may be implemented in hardware and/or software that carries out a programmed set of instructions. As used herein, the term “control module” may refer to, be part of, or include an application specific integrated circuit (ASIC); an electronic circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; other suitable components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip (SoC). A control module may include memory (shared, dedicated, or group) that stores code executed by the processing system. The term “code” may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, and/or objects. The term “shared” means that some or all code from multiple control modules may be executed using a single (shared) processor. In addition, some or all code from multiple control modules may be stored by a single (shared) memory. The term “group” means that some or all code from a single control module may be executed using a group of processors. In addition, some or all code from a single control module may be stored using a group of memories.
The control module 28 communicates with one or more components of the marine propulsion system 10 via the I/O interfaces and a communication link, which can be a wired or wireless link. In one example, the communication link is a controller area network (CAN) bus, but other types of links could be used. It should be noted that the extent of connections of the communication link shown herein is for schematic purposes only, and the communication link in fact provides communication between the control module 28 and each of the peripheral devices noted herein, although not every connection is shown in the drawing for purposes of clarity.
The marine propulsion system 10 also includes a global positioning system (GPS) 30 that provides location and speed of the marine vessel 12 to the control module 28. Additionally or alternatively, a vessel speed sensor such as a Pitot tube or a paddle wheel could be provided. The marine propulsion system 10 may also include an inertial measurement unit (IMU) or an attitude and heading reference system (AHRS) 26. An IMU has a solid state, rate gyro electronic compass that indicates the vessel heading and solid state accelerometers and angular rate sensors that sense the vessel's attitude and rate of turn. An AHRS provides 3D orientation of the marine vessel 12 by integrating gyroscopic measurements, accelerometer data, and magnetometer data. The IMU/AHRS 26 could be GPS-enabled, in which case a separate GPS 30 would not be required.
Further, the marine propulsion system 10 includes a number of operator input devices located at the helm 32 of the marine vessel 12. The operator input devices include a multi-functional display device 34 including a user interface 36. The user interface 36 may be an interactive, touch-capable display screen, a keypad, a display screen and keypad combination, a track ball and display screen combination, or any other type of user interface known to those having ordinary skill in the art for communicating with a multi-functional display device 34. A joystick 38 is also provided at the helm 32 and allows an operator of the marine vessel 12 to command the marine vessel 12 to translate or rotate in any number of directions. A steering wheel 40 is provided for providing steering commands to the marine propulsion devices 14a, 14b or to a rudder, in the event that the marine propulsion devices are not steerable. A throttle lever 42 is also provided for providing thrust commands, including both a magnitude and a direction of thrust, to the control module 28. Here, two throttle levers are shown, each of which can be used to control a respective one of the marine propulsion devices 14a or 14b, although the two levers can be controlled together as a single lever. Alternatively, a single lever could be provided for controlling both marine propulsion devices 14a, 14b.
Several of the operator input devices at the helm 32 can be used to input an operator demand on the engines 16a, 16b to the control module 28, including the user interface 36 of the multi-functional display device 34, the joystick 38, and the throttle lever 42. By way of example, a rotation of the throttle lever 42 in a forward direction away from its neutral, detent position could be interpreted as a value from 0% to 100% operator demand corresponding via an input/output map, such as a look up table stored in a memory of the control module 28, to a position of the throttle valves of the engines 16a, 16b. For example, the input/output map might dictate that the throttle valves are fully closed when the throttle lever 42 is in the forward, detent position (i.e., 0% demand), and are fully open when the throttle lever 42 is pushed forward to its furthest extent (i.e., 100% demand).
One schematic example of a multi-speed transmission 50 (which can be used as transmission 20a or 20b) is shown in cross-section in
A first-gear clutch 72 is provided for placing the transmission 50 in first gear, such that first input gear 52 and first counter gear 56 transmit torque to output shaft 74 via output counter gear 76 and output gear 78 at a first gear ratio. A second-gear clutch 80 is provided for placing the transmission 50 in second gear, such that second input gear 60 and second counter gear 62 transmit torque to output shaft 74 via output counter gear 76 and output gear 78 at a second gear ratio. In one example, the first gear ratio is higher than the second gear ratio. Thus, when the transmission 50 transmits torque from the engine 16a or 16b, via the input shaft 54, the first gears 52, 56, the output gears 76, 78, and the output shaft 74 to the propeller 18a or 18b (via a propeller shaft that is coupled to the output shaft 74 in a known manner) the transmission 50 provides more torque and less speed than it would provide were it to be placed in second gear, engine input speed being equal. Note that the clutches 70, 72, 80 shown herein are multi-plate wet disc clutches, and each is provided with a trolling valve TV1, TV2, TVR (schematically represented in
In inboard motors, for example, it is known to couple a trolling valve to a forward clutch and a reverse clutch in a marine engine's transmission. The forward and reverse clutches engage forward and reverse gears, respectively, via pressure plates of a wet clutch. One example of such a system is described in U.S. Pat. No. 8,439,800, which was incorporated by reference herein above. The amount of engagement of the clutches with the gears can optionally be controlled by the trolling valves, where engagement can range from not engaged (100% slip) to fully engaged (0% slip). Control over slip results in control over the resulting speed of the propeller on the marine propulsion device, as more or less rotational power from the output shaft of the engine is transmitted to the forward or reverse gear, which in turn provides more or less torque to the propeller shaft. Therefore, a higher percentage of slip leads to lower propeller speeds (and thus lower boat speeds), and a lower percentage of slip leads to higher propeller speeds (and thus higher boat speeds).
According to the present disclosure, the trolling valves TVR, TV1, TV2 may be configured to receive control signals from the control module 28 and responsively control an amount of hydraulic fluid to the respective clutches 70, 72, 80, thus controlling the amount of engagement of the clutches 70, 72, 80 with their respective gears 66, 52, 60. Although the valves are referred to as “trolling” valves, thus implying a specific application on marine vessels for trolling (low-speed) operations, the valves TVR, TV1, TV2 may be used in any of a variety of other applications for the purpose of controlling an amount of hydraulic fluid to the clutches 70, 72, 80. For example, as will be discussed herein below, the trolling valves TVR, TV1, TV2 can be used in order to carry out a method for enhancing launch of the marine vessel 12.
The present inventors have sought, through research and development, to increase the amount of torque available to the propeller shafts of the marine propulsion devices 14a, 14b upon launch of the marine vessel 12. The present inventors have discovered that it is desirable to allow the engines 16a, 16b of the marine propulsion devices 14a, 14b to spool up (i.e., increase in engine speed) before engaging the engines' output shafts with the propulsion devices' propeller shafts. This increases the amount of torque available to the propeller shafts immediately upon launch, thereby providing improved thrust control options.
Currently, most outboard motor marine engines use non-slipping (dog-tooth) clutches. Non-slipping clutches cannot be smoothly meshed at high speed, which prohibits a shift into gear at high engine speeds. This limits the amount of thrust available from the outboard motor during the early stages of vessel launch.
Propeller vents currently allow outboard marine engines to spool up to speed. As the marine vessel 12 accelerates, exhaust gases are drawn out of vent holes behind each propeller blade to aerate the water, which allows engine speed to rise more rapidly for quicker acceleration. (Too much air, however, will cause a propeller to over-ventilate and a resulting loss of thrust.) Once the marine vessel 12 is on-plane, the speed of the water flowing over the vent holes seals the exhaust in so that the propeller operates in solid, non-aerated water and has no effect on top speed. However, propeller vents may also lower the propeller's efficiency and thrust during launch.
Presenting an advancement over dog-tooth clutches and propeller vents, and seizing upon the benefits of trolling valves, the present inventors have developed methods for allowing the engines 16a, 16b to spool up to a desired engine speed before engaging the engines' output shafts with the propulsion devices' propeller shafts in a torque-transmitting relationship. The present methods can be carried out “manually,” at the selection of an operator, or automatically, at the selection of the control module 28. For example, during manual implementation, the engines 16a, 16b can be allowed to spool up to a desired speed before the operator selects to “dump” the clutch and engage the engine output with the propeller input. During automated implementation, rather than depending on the operator to “dump” the clutch, engine speed can be controlled and clutch pressure modulated with a feedback loop to achieve a target transmission output speed (TOS) and acceleration profile.
With respect to manual initiation of the present method, launch of the marine vessel 12 can be initiated by pushing both levers of the throttle lever 42 at the helm 32 forward at a quick, steady pace. Alternatively, a “launch” button or other user-input can be selected, such as via the user interface 36, which is pre-programmed to start a control sequence that accelerates the marine vessel 12 according to a launch profile saved in a memory of the control module 28. Examples of both launch sequences are further described in U.S. Pat. No. 7,361,067, which was incorporated by reference herein above. In any event, the operator can then monitor the engines' speeds on a gauge, which may be a separate instrument provided at the helm 32 and/or a virtual gauge displayed on the user interface 36. Once the engine speeds are at a value desired by the operator, the operator can make a selection, again via a button or other user-input, which commands each first-gear clutch 72 to engage with each first input gear 52 in both transmissions 20a, 20b. In other examples, the same or another gauge (whether it be a physical instrument or a virtual display) could be used to indicate to the operator that the engine speeds have spooled to a speed at which enhanced launch is available, such as by flashing the numbers showing the engines' RPMs, by flashing a written message, or by changing the display to a particular color. The operator could choose to engage the first-gear clutches 72 at any point after this message is relayed. The engine speed at or above which the enhanced launch mode would be available could be calibrated, and may vary depending on the engine and/or vessel application. In still another example, the marine propulsion system 10 is equipped with a user-selectable feature (e.g., button, menu option, etc. at the helm 32) that acts as a rev-limiter. When the rev-limiter feature is activated, the engines' speed will be held to a setpoint RPM even when the operator moves the throttle lever 42 to 100% demand. Alternatively, when the rev-limiter feature is activated, the engines 16a, 16b will move or increase their speed to a setpoint RPM, while the throttle lever 42 remains at 0% demand. In the latter example, the rev-limiter feature can be used as a manual override to idle control, after which the operator can move the throttle lever 42 to engage forward gear. In both rev-limiter examples, the setpoint RPM can be set during calibration and/or by the operator. In both examples, a position of a throttle lever 42 associated with the marine propulsion device 14a, 14b does not correspond to the engine speed.
With respect to automated initiation of the present method, launch of the marine vessel 12 can be initiated in the same ways noted herein above with respect to the manual initiation. Additionally, a separate button or other user-input could be provided at the helm 32, such as at the user interface 36, that allows the operator to select an enhanced launch mode before or immediately after pushing the throttle lever 42 forward or selecting the traditional “launch” feature. Alternatively, selection of a single button or other user input could immediately initiate the enhanced launch mode described herein, without requiring additional selection of a launch profile or movement of the throttle lever 42.
Instead of requiring the operator to manually dump the clutches, the trolling valves TV1 in each transmission 25a, 25b work in conjunction with the first-gear clutches 72 in the automated version of the method, allowing the first input gears 52 to be chosen while slipping the output shaft 74, thereby allowing the engines 16a, 16b to spool up before the first input gears 52 are completely engaged. Rather than bringing the first-gear clutches 72 and first input gears 52 together completely, the trolling valves TV1 are used to provide slip for a short, calibrated amount of time (for example, between 0.1-10 seconds) before the first input gears 52 are fully engaged with the first-gear clutches 72. This allows the first input gears 52 to gradually rise to the transmission input (or engine) speed, but faster than if the engine speeds had not first been spooled up.
As shown at 100, the method may include receiving selection of an enhanced launch control mode, in one of the manners described herein above. At 102, a helm demand is received. This can be either the demand corresponding to the position of the throttle lever 42, if the throttle lever 42 was moved to initiate launch, or a pre-determined demand according to a calibrated launch profile. At 104, the engine speeds reach a desired engine speed (which can be calibrated or user-selected) at which the first-gear clutches 72 are to be engaged.
At 106, the control module 28 commands the first-gear clutches 72 to engage with the first input gears 52 by providing hydraulic fluid to the first-gear clutches 72 by way of a known hydraulic sump, pump, and valve/solenoid system. Clutch pressure is measured as shown at 108 (such as using pressure sensors 23a, 23b), and TOS is measured as shown at 110 (such as using TOS sensors 21a, 21b), as pressure increases due to provision of the hydraulic fluid. The control module 28 compares the pressure measured at 108 with a known pressure at full engagement of the first-gear clutch 72. Pressure feedback therefore provides the control module 28 with an estimate of how much slip is present between the transmission input and the transmission output. The clutch pressure increases until it reaches a value at which TOS is equal to transmission input speed (TIS), taking into account the transmissions' gear ratios (i.e., engine speed divided by gear ratio). At this point, the first-gear clutches 72 are fully engaged and full torque from the engines 16a, 16b is driving the propellers 18a, 18b. The clutch pressure readings can also be displayed to the operator as a diagnostic via a physical or virtual gauge. If the enhanced launch mode is implemented and there is not a continual increase in clutch pressure, the operator may be prompted to stop revving the engines 16a, 16b, such as by providing a notification via the same gauge or the user interface 36.
As shown at 112, the control module 28 can also control the trolling valves TV1 to modulate the amount of slip between TIS and TOS. A calibrated, decreasing amount of slip could be provided, as shown at 114. This slip would lead to a TOS at 116 that increased gradually, according to the decreasing slip. Clutch pressures are measured as shown at 118 (such as using pressure sensors 23a, 23b), and this feedback is used to change the degree to which the trolling valves TV1 are opened at 112. For example, if the clutch pressure is too high in a given transmission 20a or 20b, the appropriate trolling valve TV1 can be adjusted to decrease slip more gradually; if the clutch pressure is too low, the trolling valve TV1 can be adjusted to decrease slip more quickly. Once the clutch pressures at 118 indicate that TOS is equal to TIS, taking into account the transmissions' gear ratios, the first-gear clutches 72 are fully engaged and the full torque from the engines 16a, 16b is being used to drive the propellers 18a, 18b. The clutch pressures measured at 118 can also be used to determine feed-forward signals to adjust the current to the trolling valves TV1 and therefore the amount of slip. Either or both of the feedback and feedforward methods can be used to sync the TOS of the two (or more) marine propulsion devices 14a, 14b, which might otherwise vary given differences in the manufacturing, age, or run-time thereof.
In one example in which trolling valves TV1 are used, the control module 28 might spool the engines 16a, 16b to a predetermined (calibrated or user-selected) engine speed while engaging both the first (forward) clutches 72 via the trolling valves TV1 and the reverse clutches 70 via the reverse trolling valves TVR. Once the engines 16a, 16b are up to the predetermined speed, the control module 28 would release the reverse trolling valves TVR and eliminate forward slip via a calibrated ramp-out, until the first-gear clutches 72 were fully engaged. Such a method may include engaging the forward and reverse clutches 72, 70 only lightly (for example, 1-5% of full engagement pressure) to create net zero TOS. This allows pressure to build up on first-gear clutches 72, while preventing incidental thrust from being created while the transmissions are still in neutral.
As shown at 120, boost pressure from a turbo, in the case that the engines 16a, 16b are turbo-charged, can be measured and provided to the control module 28. The control module 28 might wait until the boost pressure is built up to a predetermined pressure before engaging the first-gear clutches 72. Such boosted engines would benefit greatly from reduced boost lag.
Either of the manual or automated modes described herein above could also use speed and/or acceleration feedback to modify launch during the next iteration of control. For example, data from the GPS 30 or the IMU/AHRS 26 could inform the control module 28 or operator how long it took for the marine vessel 12 to accelerate from a first speed to a second speed, how long it took the marine vessel 12 to travel a predetermined distance, or how long it took the marine vessel 12 to reach a predetermined vessel speed when the first-gear clutches 72 were engaged at a particular engine speed. The control module 28 or operator could then choose to engage the first-gear clutches 72 at a different engine speed during the next launch to improve launch even more. For example, if at clutch engagement at 3000 RPM the vessel took 4 seconds to accelerate to planing, but at clutch engagement at 4000 RPM the vessel took 3 seconds to accelerate to planing, the control module 28 or operator may choose to engage the first-gear clutches 72 at 4000 RPM during the next iteration of control in order to reduce the time it takes to get the marine vessel 12 on plane. Such optimization can be done iteratively, and can be undertaken by manual input from the operator or by carrying out automated algorithms with the control module 28.
Both of the above methods could be used in conjunction with vents in the propellers 18a, 18b of the marine propulsion devices 14a, 14b. Such vents would allow the propellers 18a, 18b to slip more while the engines 16a, 16b ramp up to the desired speed, thereby allowing the first-gear clutches 72 to be engaged sooner. Such combination of the above methodology with vented propellers would increase clutch life, because engaging the first-gear clutches 72 sooner means they are engaged at a lower engine speed, creating less wear. The control module 28 can also use TIS and TOS feedback to modulate clutch pressure to prevent clutch damage.
The first-gear clutches 72 may be designed as traditional wet clutches or as racing clutches for improved heat transfer, such as by including friction material, controlling lube flow rates, and/or groove designs.
The above methods allow an operator to experience enhanced acceleration of the marine vessel 12 due to the higher thrust available at launch. By allowing the engine speed and propeller speed to be de-coupled during an acceleration event, the engines 16a, 16b can operate higher on the torque curve during acceleration. Delivery of the torque to the propellers 18a, 18b can then be modulated by using the proportional trolling valves 25a, 25b. Additionally, the operator may be able to use higher pitch propellers, thereby resulting in better wide-open-throttle fuel economy and top vessel speed.
In contrast, according to the method of the present disclosure, as shown at 410, the first-gear clutch 72 is not engaged at time 0, but is increasingly engaged via its associated trolling valve until reaching full engagement at about 0.4 seconds. Engine speed 412 is therefore ramped up to a little over 2000 RPM before the first-gear clutch 72 is engaged. Thus, the engine power used 414 more closely tracks the engine power available 416 (compare 406 and 408), and the two meet at about 0.25 seconds. As a result of using this available power sooner during launch, vessel speed 418 increases more quickly according to the present method between 0 and 0.3 seconds (compare vessel speed 404), and increases overall later on during launch (1+seconds).
In one example, commanding the second, greater amount of engagement of the forward gear 52 may include commanding the second, greater amount of engagement of the forward gear 52 automatically in response to the engine speed reaching the predetermined threshold. In an alternative example, commanding the second, greater amount of engagement of the forward gear 52 includes providing an operator of the marine vessel with an option to command the second, greater amount of engagement of the forward gear 52 in response to the engine speed reaching the predetermined threshold, and commanding the second, greater amount of engagement of the forward gear 52 in response to the operator selecting the option.
The method may also include controlling a trolling valve TV1 coupled to a clutch 72 associated with the forward gear 52 so as to control an amount of slip of the forward gear 52 and thereby provide the first and second amounts of engagement of the forward gear 52. This may include controlling the trolling valve TV1 so as to gradually decrease the amount of slip of the forward gear 52 and thereby gradually increase the amount of engagement of the forward gear 52 from the first amount to the second amount.
In some examples, the method includes commanding the first amount of engagement of the forward gear 52 while simultaneously commanding the first amount of engagement of a reverse gear 66 controlling torque transfer from the engine output shaft to the propeller input shaft. After the engine speed reaches the predetermined threshold, the method includes commanding disengagement of the reverse gear 66 and commanding an increasing amount of engagement of the forward gear 52. The method may include controlling trolling valves TV1, TVR coupled to respective clutches 72, 70 associated with the respective forward and reverse gears 52, 66 so as to control an amount of slip of the respective forward and reverse gears 52, 66 and thereby provide the amounts of engagement of the forward and reverse gears 52, 66.
As noted herein above, the forward gear 52 is part of a transmission 50 coupling the engine output shaft to the propeller input shaft, the transmission 50 comprising a clutch 72 associated with the forward gear 52 and a trolling valve TV1 associated with the clutch 72. The method may further comprise measuring at least one of an output speed of the transmission 50 and a pressure in the clutch 72 and using the at least one of the measured transmission output speed and the measured clutch pressure to control an amount of slip provided by the trolling valve TV1.
According to another example, a system for a marine vessel 12 includes a marine propulsion device 14a, 14b having an engine 16a, 16b coupled via a transmission 20a, 20b to a propeller 18a, 18b, a control module 28 controlling the marine propulsion device 14a, 14b, and an operator input device 36, 42 in signal communication with the control module. The control module 28 is configured to carry out an enhanced launch algorithm in response to an enhanced launch feature command from the operator input device 36, 42. The control module 28 increases a speed of the engine 16a, 16b in response to the enhanced launch feature command. While the engine speed increases, the control module 28 controls the transmission 20a, 20b to provide a first amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b. After the engine speed reaches a predetermined threshold, the control module 28 controls the transmission 20a, 20b to provide a second, greater amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b. The first amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b is no engagement. The second amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b is full engagement.
In one example, the control module 28 controls the transmission 20a, 20b to provide the second, greater amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b automatically in response to the engine speed reaching the predetermined threshold. In another example, the control module 28 provides an operator of the marine vessel 12 with an option to command the second, greater amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b in response to the engine speed reaching the predetermined threshold. The control module 28 commands the second, greater amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b in response to the operator selecting the option.
In some examples, the transmission 20a, 20b comprises a trolling valve TV1 coupled to a clutch 72 associated with a forward gear 52, and the control module 28 controls an amount of slip of the forward gear 52 to thereby provide the first and second amounts of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b. The control module 28 controls the trolling valve TV1 so as to gradually decrease the amount of slip of the forward gear 52 and thereby gradually increase the amount of power-transferring engagement between the engine 16a, 16b and the propeller 18a, 18b from the first amount to the second amount.
In the present description, certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be implied therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The different systems and methods described herein may be used alone or in combination with other systems and methods. Various equivalents, alternatives, and modifications are possible within the scope of the appended claims.
The functional block diagrams, operational sequences, and flow diagrams provided in the Figures are representative of exemplary architectures, environments, and methodologies for performing novel aspects of the disclosure. While, for purposes of simplicity of explanation, the methodologies included herein may be in the form of a functional diagram, operational sequence, or flow diagram, and may be described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance therewith, occur in a different order and/or concurrently with other acts from that shown and described herein. For example, those skilled in the art will understand and appreciate that a methodology can alternatively be represented as a series of interrelated states or events, such as in a state diagram. Moreover, not all acts illustrated in a methodology may be required for a novel implementation.
This application claims the benefit of U.S. Provisional Application Ser. No. 62/718,575, filed Aug. 14, 2018, which is hereby incorporated by reference herein in its entirety.
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