US20080124989A1 - Marine propulsion shift control - Google Patents
Marine propulsion shift control Download PDFInfo
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- US20080124989A1 US20080124989A1 US10/841,998 US84199804A US2008124989A1 US 20080124989 A1 US20080124989 A1 US 20080124989A1 US 84199804 A US84199804 A US 84199804A US 2008124989 A1 US2008124989 A1 US 2008124989A1
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- Prior art keywords
- transmission
- shift
- speed
- engine speed
- gear position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/22—Use of propulsion power plant or units on vessels the propulsion power units being controlled from exterior of engine room, e.g. from navigation bridge; Arrangements of order telegraphs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
Definitions
- the present invention relates to a method and apparatus for controlling transmission shifts in a marine propulsion system.
- Marine vessels in use today use marine propulsion systems that typically include the following sub-systems: an engine to provide power, a transmission to transfer drive power to a propeller, and a control system to provide control of engine speed and transmission engagement.
- An operator or pilot of the vessel nominally has control of the engine speed and transmission shifting through one or more operator controls. Using these operator controls, the transmission can be shifted between forward and reverse, usually through a neutral (transmission disengaged) position, and the engine speed can be set as desired by the operator.
- Engine stalling is a problem sometimes encountered when operating a marine vessel, and often this occurs when the vessel is moving in one direction at high speed and the operator suddenly shifts the transmission into the opposite gear.
- the stall is the result of the linear momentum of the vessel moving through the water which imparts a drag load on the propeller that tends to keep the propeller, transmission, and engine rotating in the same direction. Reversing the transmission under these circumstances, however, places a sudden increased load on the engine because of the drag load on the propeller. As a result, the engine is often unable to overcome the sudden increased load and, therefore, the engine stalls.
- Attempts to alleviate the above problems usually involve using electronic controls, or “blind timers”, to delay the time between shifting the transmission and increasing of the speed of the engine to allow the transmission clutch to fully engage the engine and propeller driveshaft.
- This method is only effective under specific conditions, such as where the drag load on the propeller decreases by a sufficient amount during the time delay such that the engine can overcome the sudden increased load without stalling. In some instances, however, this method may be ineffective because the shift is not delayed long enough and the engine stalls, or because the delay is too long resulting in an unnecessarily long shift delay.
- a method of controlling a marine vessel transmission to shift the transmission from an initial gear position to an opposite gear position A request to shift the transmission from the initial gear position into the opposite gear position is received, engine speed and transmission fluid pressure is measured, and a transmission shift sequence is carried out using the measured engine speed and transmission fluid pressure.
- a control system for controlling a marine engine and marine transmission.
- the control system includes a control module having a controller, a transmission fluid pressure sensor coupled to the controller to provide a transmission fluid pressure signal, and an engine speed sensor coupled to the controller to provide an engine speed signal.
- the controller is operable to control shifting of the transmission between forward and reverse gears using the engine speed signal and transmission fluid pressure signal.
- a marine propulsion system including an engine, a transmission coupled to the engine by a clutch to permit selective engagement and disengagement with the engine, and a propulsion unit coupled to the transmission.
- a controller is provided in communication with the engine and the transmission.
- An operator input device includes a position sensor that is coupled to the controller to permit an operator to input a transmission shift request.
- the transmission further includes a transmission shift actuator coupled to the controller to receive shift commands from the controller, and also includes a transmission fluid pressure sensor coupled to the controller.
- the engine includes an engine speed actuator coupled to the controller to receive speed commands from the controller, and further includes an engine speed sensor coupled to the controller.
- the controller determines one or more shift commands using signals from the sensors and sends the shift command(s) to the transmission shift actuator to thereby provide a controlled shifting of the transmission in a manner that reduces wear to the clutch and avoids engine stalls.
- FIG. 1 is a block diagram of a marine propulsion system
- FIG. 2 is a flow and state diagram showing an algorithm for a marine transmission shift from forward to reverse, or vice-versa;
- FIG. 3 is a graphical representation of a transmission shift including time vs. commanded engine speed, actual engine speed, and transmission fluid pressure.
- FIG. 1 illustrates a block diagram of a marine propulsion system 10 according to an embodiment of the present invention.
- the marine propulsion system 10 generally resides within a marine vessel (not shown) and includes the following main elements: a prime mover (engine) 12 for powering the vessel, a propulsion unit 14 for propelling the vessel, a marine transmission 16 for converting the output of the engine 12 into an input to the propulsion unit 14 , a throttle control lever 18 or other manual input device used by the pilot to control transmission shifting and engine speed, and a control module 20 for controlling the engine 12 and transmission 16 in response to the manual input from the pilot.
- a prime mover (engine) 12 for powering the vessel
- a propulsion unit 14 for propelling the vessel
- a marine transmission 16 for converting the output of the engine 12 into an input to the propulsion unit 14
- a throttle control lever 18 or other manual input device used by the pilot to control transmission shifting and engine speed
- a control module 20 for controlling the engine 12 and transmission 16 in response to the manual input from the pilot
- the engine 12 is mounted to the vessel as is well-known in the art and, as used herein, the term “engine” means an internal combustion engine, a turbine engine, electric motor, and the like.
- an internal combustion engine provides rotational power from a crankshaft (not shown) that rotates at the speed or revolution rate (RPM) of the engine 12 .
- the engine 12 can include an electronically controlled actuator or throttle 22 such as by a throttle servo, and also includes a speed sensor 24 for measuring the rotational speed of the crankshaft or output shaft.
- the speed sensor 24 generates an output engine speed signal that is provided to the control module 20 .
- the propulsion unit 14 is mounted to the vessel as is well-known in the art and may encompass a simple drive shaft and propeller 26 , or a more elaborate device such as an sterndrive unit made by OMC, Mercury Marine, and the like.
- the marine transmission 16 is also mounted to the vessel and is connected between the propulsion unit 14 and engine 12 .
- the marine transmission 16 is coupled to both the propulsion unit 14 and the engine 12 , but can be selectively engaged and disengaged from the engine 12 using any of a variety of clutch or other coupling mechanisms.
- the marine transmission can utilize a transmission clutch 28 that engages a flywheel 30 mounted to the output shaft of the engine 12 . Separate forward and reverse clutches can be used. Alternatively, it can use a fluid coupling, such as a torque converter.
- the term “clutch” includes all of these as well as other suitable coupling mechanisms.
- the marine transmission 16 is a variable speed device that includes forward, neutral, and reverse gear settings.
- the clutch 28 used in the transmission is activated using transmission oil as is well known, and can include a solenoid-operated actuator or valve 32 or other device to provide electronic control of the transmission oil pressure for purposes of shifting.
- the solenoid receives a control signal from the control module 20 and adjusts the valve 32 accordingly to control the transmission fluid to either engage or disengage the transmission clutch 28 , and/or to engage or disengage low or high gearsets (not shown).
- the transmission 16 includes a transmission fluid pressure sensor 34 for measuring the fluid pressure within the transmission 16 . This sensor 34 generates a transmission fluid pressure signal that is provided to the control module 20 .
- the throttle control lever 18 or other manual input device is typically mounted within a cockpit (not shown) of the marine vessel and is provided to convert a speed and/or directional request from a marine vessel operator to an electronic signal.
- the input device can be, for example, a combined transmission and engine throttle control lever 18 mounted on a control console 36 .
- the control lever mechanism 18 can include a transducer or position sensor 38 for generating and outputting to the control module 20 a suitable direction signal that is representative of the angular position of the operator control lever 18 .
- the control module 20 monitors various marine propulsion system parameters by receiving inputs of engine speed, transmission fluid pressure, and operator requests for speed and direction via the throttle control lever 18 .
- the control module 20 includes a controller 40 , a memory 42 , and interface electronics 44 .
- the interface electronics 44 may conform to protocols such as RS-232, parallel, small computer system interface, and universal serial bus, etc.
- the interface electronics 44 can include circuits or software for developing the drive signals needed to actuate the engine throttle 24 and transmission shift solenoid 32 , etc.
- the memory 42 can be RAM, ROM, EPROM, and the like, and can be a separate component or integrated into the controller 40 itself.
- the controller 40 is configured to provide control logic that provides the functionality for the marine propulsion system.
- the controller 40 may comprise a microprocessor, a micro-controller, an application specific integrated circuit, and the like.
- the controller 40 is interfaced with the memory 42 which provides storage of the computer software that provides the functionality of the marine propulsion system 10 and that may be executed by the controller 40 .
- the memory 42 may also be configured to provide a temporary storage area for data received by the marine propulsion system 10 from the sensors 24 , 34 , 38 or even from a separate host device, such as a computer, server, workstation, and the like (not shown).
- the controller 40 includes an input module 46 which can simply be data inputs for receiving the commanded throttle and/or transmission shift signal from the operator, as well as the engine speed signal from the engine 12 and the transmission pressure signal from the marine transmission 16 .
- the controller 40 also includes an analysis module 48 which can be a software module or routine that is a part of the main control program that is executed by the controller 40 and that determines the appropriate transmission shifting and engine speed control signals that are to be sent to the transmission 16 and engine 12 , respectively. For example, based on the direction signal, the controller 40 outputs a control signal to the engine throttle servo 22 so as to position the engine throttle 22 in a position that is proportional to the operator control lever 18 position.
- the controller 40 further includes an output module 50 which can be various data outputs connected to the interface electronics 44 that supply the control signals to the engine 12 and transmission 16 .
- a method 200 of controlling the marine propulsion system 10 is provided according to an embodiment of the present invention.
- the controller 40 receives requested gear shifts and/or throttle changes from the operator and generates the appropriate control signals for the transmission 16 and/or engine throttle 22 .
- the controller 40 receives a request from the operator to shift the transmission 16 into an opposite gear (e.g., forward to reverse or vice-a-versa)
- the controller 40 carries out the transmission shift sequence of FIG. 2 . Detection of this shift request and the carrying out of the transmission shift sequence can be done using the analysis module routine of the controller software.
- FIG. 3 depicts an exemplary graph 300 of commanded engine speed ⁇ C , actual engine speed ⁇ A , and transmission fluid pressure P T values versus time that results from the transmission shift sequence of FIG. 2 .
- the transmission shift sequence is carried out by the software control program in the controller 40 . This process can be carried out upon a transmission shift to an opposite gear, or can also be done each time a shift from neutral into forward or reverse gear is requested. The process involves the following steps.
- the controller 40 commands the engine throttle 22 to idle (e.g., 550 RPM) from its current speed setting and maintains the current (or initial) transmission gear position. This command is represented graphically in FIG. 3 by plot ⁇ C , between points 302 and 304 . This command reduces the engine speed ⁇ A as quickly as possible without stalling the engine 12 and to a point where a shift may occur without damage to the clutch 28 or other transmission parts. Before proceeding to the next step, the controller 40 waits until the engine speed ⁇ A falls below point 306 which represents a predetermined “Maximum Engine Speed To Shift”, such as 800 RPM.
- TRANSMISSION PRESSURE DRAG DOWN 220 After the engine speed ⁇ A has dropped below the “Maximum Engine Speed To Shift” value, the controller 40 commands the transmission 16 to reverse the initial gear position, from forward to reverse, or vice-versa. In effect, this command enables the transmission fluid pressure P T to drop quickly and is represented between points 308 and 310 of plot P T of FIG. 3 . Before proceeding to the next step, the controller 40 waits for disengagement of the transmission 16 out of the initial gear position by waiting until the transmission fluid pressure P T falls below a predetermined maximum gear “Disengage Limit”, such as 200 PSI. The Disengage Limit is represented graphically in FIG. 3 by point 312 . This delay ensures complete disengagement of the transmission clutch from the engine 12 to prevent clutch 28 burn up.
- a predetermined maximum gear “Disengage Limit” such as 200 PSI.
- the Disengage Limit is represented graphically in FIG. 3 by point 312 . This delay ensures complete disengagement of the transmission clutch from the engine 12 to prevent clutch 28 burn
- NEUTRAL WAIT 230 Once the transmission fluid pressure P T has fallen below the “Disengage Limit”, the controller 40 overrides the previous command to reverse gear position and now commands the transmission 16 to the neutral gear position.
- the controller 40 also commands the engine speed to a “Set Speed” value, such as 900 RPM.
- This command is represented graphically in FIG. 3 by points 314 and 316 of plot ⁇ C . As represented between points 318 and 320 of plot ⁇ A in FIG. 3 , this command permits the engine speed Va to rise quickly to the “Set Speed” value, which is high enough to enable engagement of the transmission 16 into an opposite gear position, without loading and stalling the engine 12 .
- the Neutral Wait step 230 interrupts the reverse gear command to prevent damage to the transmission 16 and engine 12 .
- the controller 40 waits for the engine speed ⁇ A to reach “Set Speed” at point 320 . Thereafter, the engine speed ⁇ A peaks at point 322 and drops back toward the commanded “Set Speed” value.
- the controller 40 maintains the commanded engine speed ⁇ C at “Set Speed” and commands the transmission 16 to the reverse gear position. Accordingly, the transmission 16 moves from neutral to the gear setting that is opposite of the initial gear setting, and the transmission clutch 28 engages the engine 12 .
- This clutch engagement is represented graphically in FIG. 3 by the rapid rise in transmission fluid pressure P T beginning at point 326 and by the concurrent rapid drop in actual engine speed ⁇ A beginning at point 324 , after which the engine speed ⁇ A bottoms out at point 328 , but thereafter begins recovery due to the continued application of the “Set Speed” command.
- the controller 40 waits until the transmission fluid pressure P T increases above a predetermined “Engage Limit”, such as 250 PSI, which is graphically represented at point 330 of FIG. 3 . This indicates that the transmission clutch 28 has fully engaged the engine 12 and that the engine speed can be increased without damaging the transmission 16 .
- a predetermined “Engage Limit” such as 250 PSI
- the controller 40 resumes normal operation 260 commanding the engine speed to that set by the marine vessel operator and, in effect, relinquishing speed control back to the operator.
- the commanded engine speed ⁇ C can default to the idle speed as depicted by point 336 of FIG. 3 .
- the engine speed ⁇ A peaks at point 338 and drops toward the commanded idle speed. From this point on, the marine vessel operator can increase or decrease engine speed at will, until another reverse gear request is made wherein the method 200 repeats.
- the present invention helps alleviate many problems in the prior art including excessive shift time, engine stalls, and transmission damage.
- the controller 40 limits engine speed to less than the “Maximum Engine Speed To Shift” until the transmission pressure P T reaches the “Engage Limit”. This indicates that the transmission clutch 28 has effectively coupled the propulsion unit 14 to the engine 12 and that the engine speed may now be increased without damaging the transmission 16 .
- the controller 40 compares several inputs (including requested direction, engine speed, and transmission fluid pressure) against several optimum predetermined setpoints.
- the various setpoints may vary from application to application and may be dictated by manufacturers of one or more of the engine, marine transmission, marine vessel, etc.
- the method 200 described herein can be implemented via a computer program and the various setpoints may be stored in memory as individual data points or in a look-up table or the like.
- the computer program may exist in a variety of forms both active and inactive.
- the computer program can exist as software program(s) comprised of program instructions in source code, object code, executable code or other formats; firmware program(s); or hardware description language (HDL) files. Any of the above can be embodied on a computer readable medium, which include storage devices and signals, in compressed or uncompressed form.
- Exemplary computer readable storage devices include conventional computer system RAM (random access memory), ROM (read only memory), EPROM (erasable, programmable ROM), EEPROM (electrically erasable, programmable ROM), and magnetic or optical disks or tapes.
- RAM random access memory
- ROM read only memory
- EPROM erasable, programmable ROM
- EEPROM electrically erasable, programmable ROM
Abstract
Description
- This application claims the benefit of the priority of U.S. Provisional Application Ser. No. 60/480,429, filed Jun. 20, 2003, the entire contents of which are hereby incorporated by reference.
- The present invention relates to a method and apparatus for controlling transmission shifts in a marine propulsion system.
- Marine vessels in use today use marine propulsion systems that typically include the following sub-systems: an engine to provide power, a transmission to transfer drive power to a propeller, and a control system to provide control of engine speed and transmission engagement. An operator or pilot of the vessel nominally has control of the engine speed and transmission shifting through one or more operator controls. Using these operator controls, the transmission can be shifted between forward and reverse, usually through a neutral (transmission disengaged) position, and the engine speed can be set as desired by the operator.
- Engine stalling is a problem sometimes encountered when operating a marine vessel, and often this occurs when the vessel is moving in one direction at high speed and the operator suddenly shifts the transmission into the opposite gear. The stall is the result of the linear momentum of the vessel moving through the water which imparts a drag load on the propeller that tends to keep the propeller, transmission, and engine rotating in the same direction. Reversing the transmission under these circumstances, however, places a sudden increased load on the engine because of the drag load on the propeller. As a result, the engine is often unable to overcome the sudden increased load and, therefore, the engine stalls.
- Another problem can arise when a pilot attempts to avoid the engine stalling problem. Faced with a potential engine stall, a pilot will often “race” the engine prior to shifting it into the reverse gear. Racing the engine, however, can lead to transmission clutch damage caused by excessive engine speed prior to full engagement of the transmission clutch to the engine. To avoid damage to the transmission, marine transmission manufacturers recommend maximum acceptable engine speeds (typically 1,000 RPM) for all transmission shifts including neutral to forward or reverse, and forward or reverse through neutral to the opposite gear. Exceeding the maximum acceptable engine speed during a shift tends to result in excessive clutch temperatures and possibly clutch failure.
- Attempts to alleviate the above problems usually involve using electronic controls, or “blind timers”, to delay the time between shifting the transmission and increasing of the speed of the engine to allow the transmission clutch to fully engage the engine and propeller driveshaft. This method is only effective under specific conditions, such as where the drag load on the propeller decreases by a sufficient amount during the time delay such that the engine can overcome the sudden increased load without stalling. In some instances, however, this method may be ineffective because the shift is not delayed long enough and the engine stalls, or because the delay is too long resulting in an unnecessarily long shift delay.
- In accordance with one aspect of the present invention, there is provided a method of controlling a marine vessel transmission to shift the transmission from an initial gear position to an opposite gear position. A request to shift the transmission from the initial gear position into the opposite gear position is received, engine speed and transmission fluid pressure is measured, and a transmission shift sequence is carried out using the measured engine speed and transmission fluid pressure.
- In accordance with another aspect of the invention, there is provided a control system for controlling a marine engine and marine transmission. The control system includes a control module having a controller, a transmission fluid pressure sensor coupled to the controller to provide a transmission fluid pressure signal, and an engine speed sensor coupled to the controller to provide an engine speed signal. The controller is operable to control shifting of the transmission between forward and reverse gears using the engine speed signal and transmission fluid pressure signal.
- In accordance with a further aspect of the invention, there is provided a marine propulsion system including an engine, a transmission coupled to the engine by a clutch to permit selective engagement and disengagement with the engine, and a propulsion unit coupled to the transmission. A controller is provided in communication with the engine and the transmission. An operator input device includes a position sensor that is coupled to the controller to permit an operator to input a transmission shift request. The transmission further includes a transmission shift actuator coupled to the controller to receive shift commands from the controller, and also includes a transmission fluid pressure sensor coupled to the controller. The engine includes an engine speed actuator coupled to the controller to receive speed commands from the controller, and further includes an engine speed sensor coupled to the controller. In response to receiving a transmission shift request from the operator input device, the controller determines one or more shift commands using signals from the sensors and sends the shift command(s) to the transmission shift actuator to thereby provide a controlled shifting of the transmission in a manner that reduces wear to the clutch and avoids engine stalls.
- Preferred exemplary embodiments of the invention will hereinafter be described in conjunction with the appended drawings, wherein like designations denote like elements, and wherein:
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FIG. 1 is a block diagram of a marine propulsion system; -
FIG. 2 is a flow and state diagram showing an algorithm for a marine transmission shift from forward to reverse, or vice-versa; and -
FIG. 3 is a graphical representation of a transmission shift including time vs. commanded engine speed, actual engine speed, and transmission fluid pressure. -
FIG. 1 illustrates a block diagram of amarine propulsion system 10 according to an embodiment of the present invention. Themarine propulsion system 10 generally resides within a marine vessel (not shown) and includes the following main elements: a prime mover (engine) 12 for powering the vessel, apropulsion unit 14 for propelling the vessel, amarine transmission 16 for converting the output of theengine 12 into an input to thepropulsion unit 14, athrottle control lever 18 or other manual input device used by the pilot to control transmission shifting and engine speed, and acontrol module 20 for controlling theengine 12 andtransmission 16 in response to the manual input from the pilot. - The
engine 12 is mounted to the vessel as is well-known in the art and, as used herein, the term “engine” means an internal combustion engine, a turbine engine, electric motor, and the like. For example, an internal combustion engine provides rotational power from a crankshaft (not shown) that rotates at the speed or revolution rate (RPM) of theengine 12. Theengine 12 can include an electronically controlled actuator orthrottle 22 such as by a throttle servo, and also includes aspeed sensor 24 for measuring the rotational speed of the crankshaft or output shaft. Thespeed sensor 24 generates an output engine speed signal that is provided to thecontrol module 20. - The
propulsion unit 14 is mounted to the vessel as is well-known in the art and may encompass a simple drive shaft andpropeller 26, or a more elaborate device such as an sterndrive unit made by OMC, Mercury Marine, and the like. - The
marine transmission 16 is also mounted to the vessel and is connected between thepropulsion unit 14 andengine 12. As is well-known in the art, themarine transmission 16 is coupled to both thepropulsion unit 14 and theengine 12, but can be selectively engaged and disengaged from theengine 12 using any of a variety of clutch or other coupling mechanisms. For example, the marine transmission can utilize atransmission clutch 28 that engages aflywheel 30 mounted to the output shaft of theengine 12. Separate forward and reverse clutches can be used. Alternatively, it can use a fluid coupling, such as a torque converter. As used herein, the term “clutch” includes all of these as well as other suitable coupling mechanisms. - The
marine transmission 16 is a variable speed device that includes forward, neutral, and reverse gear settings. Theclutch 28 used in the transmission is activated using transmission oil as is well known, and can include a solenoid-operated actuator orvalve 32 or other device to provide electronic control of the transmission oil pressure for purposes of shifting. The solenoid receives a control signal from thecontrol module 20 and adjusts thevalve 32 accordingly to control the transmission fluid to either engage or disengage thetransmission clutch 28, and/or to engage or disengage low or high gearsets (not shown). Thetransmission 16 includes a transmissionfluid pressure sensor 34 for measuring the fluid pressure within thetransmission 16. Thissensor 34 generates a transmission fluid pressure signal that is provided to thecontrol module 20. - The
throttle control lever 18 or other manual input device is typically mounted within a cockpit (not shown) of the marine vessel and is provided to convert a speed and/or directional request from a marine vessel operator to an electronic signal. The input device can be, for example, a combined transmission and enginethrottle control lever 18 mounted on acontrol console 36. Thecontrol lever mechanism 18 can include a transducer orposition sensor 38 for generating and outputting to the control module 20 a suitable direction signal that is representative of the angular position of theoperator control lever 18. - The
control module 20 monitors various marine propulsion system parameters by receiving inputs of engine speed, transmission fluid pressure, and operator requests for speed and direction via thethrottle control lever 18. In the illustrated embodiment, thecontrol module 20 includes acontroller 40, amemory 42, andinterface electronics 44. A variety of other control module circuit designs and configurations can be used in lieu of that shown. Theinterface electronics 44 may conform to protocols such as RS-232, parallel, small computer system interface, and universal serial bus, etc. Moreover, theinterface electronics 44 can include circuits or software for developing the drive signals needed to actuate theengine throttle 24 andtransmission shift solenoid 32, etc. Thememory 42 can be RAM, ROM, EPROM, and the like, and can be a separate component or integrated into thecontroller 40 itself. Thecontroller 40 is configured to provide control logic that provides the functionality for the marine propulsion system. In this respect, thecontroller 40 may comprise a microprocessor, a micro-controller, an application specific integrated circuit, and the like. Thecontroller 40 is interfaced with thememory 42 which provides storage of the computer software that provides the functionality of themarine propulsion system 10 and that may be executed by thecontroller 40. Thememory 42 may also be configured to provide a temporary storage area for data received by themarine propulsion system 10 from thesensors - The
controller 40 includes aninput module 46 which can simply be data inputs for receiving the commanded throttle and/or transmission shift signal from the operator, as well as the engine speed signal from theengine 12 and the transmission pressure signal from themarine transmission 16. Thecontroller 40 also includes ananalysis module 48 which can be a software module or routine that is a part of the main control program that is executed by thecontroller 40 and that determines the appropriate transmission shifting and engine speed control signals that are to be sent to thetransmission 16 andengine 12, respectively. For example, based on the direction signal, thecontroller 40 outputs a control signal to theengine throttle servo 22 so as to position theengine throttle 22 in a position that is proportional to theoperator control lever 18 position. Thecontroller 40 further includes anoutput module 50 which can be various data outputs connected to theinterface electronics 44 that supply the control signals to theengine 12 andtransmission 16. - Referring now primarily to
FIG. 2 in addition toFIGS. 1 and 3 , amethod 200 of controlling themarine propulsion system 10 is provided according to an embodiment of the present invention. During regular operation of the marine vessel, thecontroller 40 receives requested gear shifts and/or throttle changes from the operator and generates the appropriate control signals for thetransmission 16 and/orengine throttle 22. When thecontroller 40 receives a request from the operator to shift thetransmission 16 into an opposite gear (e.g., forward to reverse or vice-a-versa), thecontroller 40 carries out the transmission shift sequence ofFIG. 2 . Detection of this shift request and the carrying out of the transmission shift sequence can be done using the analysis module routine of the controller software. For the illustrated embodiment,FIG. 3 depicts anexemplary graph 300 of commanded engine speed νC, actual engine speed νA, and transmission fluid pressure PT values versus time that results from the transmission shift sequence ofFIG. 2 . - The transmission shift sequence is carried out by the software control program in the
controller 40. This process can be carried out upon a transmission shift to an opposite gear, or can also be done each time a shift from neutral into forward or reverse gear is requested. The process involves the following steps. - ENGINE
SPEED DRAG DOWN 210. First, thecontroller 40 commands theengine throttle 22 to idle (e.g., 550 RPM) from its current speed setting and maintains the current (or initial) transmission gear position. This command is represented graphically inFIG. 3 by plot νC, betweenpoints engine 12 and to a point where a shift may occur without damage to the clutch 28 or other transmission parts. Before proceeding to the next step, thecontroller 40 waits until the engine speed νA falls belowpoint 306 which represents a predetermined “Maximum Engine Speed To Shift”, such as 800 RPM. - TRANSMISSION
PRESSURE DRAG DOWN 220. After the engine speed νA has dropped below the “Maximum Engine Speed To Shift” value, thecontroller 40 commands thetransmission 16 to reverse the initial gear position, from forward to reverse, or vice-versa. In effect, this command enables the transmission fluid pressure PT to drop quickly and is represented betweenpoints FIG. 3 . Before proceeding to the next step, thecontroller 40 waits for disengagement of thetransmission 16 out of the initial gear position by waiting until the transmission fluid pressure PT falls below a predetermined maximum gear “Disengage Limit”, such as 200 PSI. The Disengage Limit is represented graphically inFIG. 3 bypoint 312. This delay ensures complete disengagement of the transmission clutch from theengine 12 to prevent clutch 28 burn up. -
NEUTRAL WAIT 230. Once the transmission fluid pressure PT has fallen below the “Disengage Limit”, thecontroller 40 overrides the previous command to reverse gear position and now commands thetransmission 16 to the neutral gear position. Thecontroller 40 also commands the engine speed to a “Set Speed” value, such as 900 RPM. This command is represented graphically inFIG. 3 bypoints points FIG. 3 , this command permits the engine speed Va to rise quickly to the “Set Speed” value, which is high enough to enable engagement of thetransmission 16 into an opposite gear position, without loading and stalling theengine 12. Note that thetransmission 16 has not yet completely reversed from the initial gear position all the way through neutral and actually into the opposite gear position. In other words, theNeutral Wait step 230 interrupts the reverse gear command to prevent damage to thetransmission 16 andengine 12. Before proceeding to the next step, thecontroller 40 waits for the engine speed νA to reach “Set Speed” atpoint 320. Thereafter, the engine speed νA peaks atpoint 322 and drops back toward the commanded “Set Speed” value. - WAIT FOR GEAR ENGAGE 240. Next, the
controller 40 maintains the commanded engine speed νC at “Set Speed” and commands thetransmission 16 to the reverse gear position. Accordingly, thetransmission 16 moves from neutral to the gear setting that is opposite of the initial gear setting, and thetransmission clutch 28 engages theengine 12. This clutch engagement is represented graphically inFIG. 3 by the rapid rise in transmission fluid pressure PT beginning atpoint 326 and by the concurrent rapid drop in actual engine speed νA beginning atpoint 324, after which the engine speed νA bottoms out atpoint 328, but thereafter begins recovery due to the continued application of the “Set Speed” command. But, before proceeding to the next step, thecontroller 40 waits until the transmission fluid pressure PT increases above a predetermined “Engage Limit”, such as 250 PSI, which is graphically represented atpoint 330 ofFIG. 3 . This indicates that thetransmission clutch 28 has fully engaged theengine 12 and that the engine speed can be increased without damaging thetransmission 16. - WAIT FOR
ENGINE SPEED RECOVERY 250. Engagement of the clutch 28 in the opposite gear from the initial gear setting places a load on theengine 12 that will slow the engine speed νA, perhaps even below idle. Accordingly, the commanded engine speed νC is held at “Set Speed” while thecontroller 40 waits until the actual engine speed νA climbs back toward “Set Speed” and actually reaches an “Exit Speed”, such as 650 RPM, which is represented bypoint 332 ofFIG. 3 . The “Exit Speed” is the speed at which theengine 12 is deemed to have recovered from the load placed thereon by the transmission clutch engagement. As depicted bypoints FIG. 3 , once theengine 12 has recovered to the “Exit Speed” setpoint, thecontroller 40 resumesnormal operation 260 commanding the engine speed to that set by the marine vessel operator and, in effect, relinquishing speed control back to the operator. For example, the commanded engine speed νC can default to the idle speed as depicted bypoint 336 ofFIG. 3 . Following the command, the engine speed νA peaks atpoint 338 and drops toward the commanded idle speed. From this point on, the marine vessel operator can increase or decrease engine speed at will, until another reverse gear request is made wherein themethod 200 repeats. - Accordingly, the present invention helps alleviate many problems in the prior art including excessive shift time, engine stalls, and transmission damage. To protect the
transmission 16, thecontroller 40 limits engine speed to less than the “Maximum Engine Speed To Shift” until the transmission pressure PT reaches the “Engage Limit”. This indicates that thetransmission clutch 28 has effectively coupled thepropulsion unit 14 to theengine 12 and that the engine speed may now be increased without damaging thetransmission 16. To achieve a minimum shift time, and still avoid engine stalling under a high speed high load transmission shift, thecontroller 40 compares several inputs (including requested direction, engine speed, and transmission fluid pressure) against several optimum predetermined setpoints. One of ordinary skill in the art will recognize that the various setpoints may vary from application to application and may be dictated by manufacturers of one or more of the engine, marine transmission, marine vessel, etc. - The
method 200 described herein can be implemented via a computer program and the various setpoints may be stored in memory as individual data points or in a look-up table or the like. The computer program may exist in a variety of forms both active and inactive. For example, the computer program can exist as software program(s) comprised of program instructions in source code, object code, executable code or other formats; firmware program(s); or hardware description language (HDL) files. Any of the above can be embodied on a computer readable medium, which include storage devices and signals, in compressed or uncompressed form. Exemplary computer readable storage devices include conventional computer system RAM (random access memory), ROM (read only memory), EPROM (erasable, programmable ROM), EEPROM (electrically erasable, programmable ROM), and magnetic or optical disks or tapes. - It will thus be apparent that there has been provided in accordance with the present invention a control method and apparatus for a marine propulsion system that achieves the aims and advantages specified herein. It will of course be understood that the foregoing description is of preferred exemplary embodiments of the invention and that the invention is not limited to the specific embodiments shown. Various changes and modifications will become apparent to those skilled in the art and all such variations and modifications are intended to come within the scope of the appended claims.
- As used in this specification and appended claims, the terms “for example” and “such as,” and the verbs “comprising,” “having,” “including,” and their other verb forms, when used in conjunction with a listing of one or more components or other items, are each to be construed as open-ended, meaning that the listing is not to be considered as excluding other, additional components or items. Other terms are to be construed using their broadest reasonable meaning unless they are used in a context that necessarily requires a different interpretation.
Claims (22)
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US10/841,998 US7377827B1 (en) | 2003-06-20 | 2004-05-07 | Marine propulsion shift control |
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US48042903P | 2003-06-20 | 2003-06-20 | |
US10/841,998 US7377827B1 (en) | 2003-06-20 | 2004-05-07 | Marine propulsion shift control |
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US7377827B1 US7377827B1 (en) | 2008-05-27 |
US20080124989A1 true US20080124989A1 (en) | 2008-05-29 |
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US9957028B1 (en) | 2016-07-15 | 2018-05-01 | Brunswick Corporation | Methods for temporarily elevating the speed of a marine propulsion system's engine |
US20220081092A1 (en) * | 2020-09-16 | 2022-03-17 | Yamaha Hatsudoki Kabushiki Kaisha | Outboard motor and marine propulsion system |
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US8845490B2 (en) | 2010-02-10 | 2014-09-30 | Marine Canada Acquisition Inc. | Method and system for delaying shift and throttle commands based on engine speed in a marine vessel |
US8182396B2 (en) * | 2010-02-10 | 2012-05-22 | Marine Canada Acquisition In.c | Method and system for delaying shift and throttle commands based on engine speed in a marine vessel |
IT201700042877A1 (en) * | 2017-04-19 | 2018-10-19 | Ultraflex Spa | COMMAND DEVICE FOR BOATS |
US11613338B2 (en) | 2021-07-27 | 2023-03-28 | Caterpillar Inc. | Modular shift protection algorithm for marine vessel |
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