EP1915289A1 - Direction et compensation d'assiette pour navire - Google Patents

Direction et compensation d'assiette pour navire

Info

Publication number
EP1915289A1
EP1915289A1 EP06761263A EP06761263A EP1915289A1 EP 1915289 A1 EP1915289 A1 EP 1915289A1 EP 06761263 A EP06761263 A EP 06761263A EP 06761263 A EP06761263 A EP 06761263A EP 1915289 A1 EP1915289 A1 EP 1915289A1
Authority
EP
European Patent Office
Prior art keywords
steering
control according
flap
speed
watercraft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06761263A
Other languages
German (de)
English (en)
Inventor
Peter A. Muller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1915289A1 publication Critical patent/EP1915289A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • 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
    • B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
    • B63H21/213—Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/061—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water by using trimflaps, i.e. flaps mounted on the rear of a boat, e.g. speed boat

Definitions

  • the invention relates to a control system in terms of steering and trim aid for watercraft, according to the preamble of the first claim.
  • Trim tabs are used to improve the slip angle in watercraft, to shift unfavorable weight distributions, by means of flow deflections, the corresponding buoyancy zones or to bring a vessel faster to glide, as described in US Patent 3,628,487. Presentation of the invention
  • the invention is based on the object in a steering task for watercraft. of the aforementioned type, to use a simplified but effective steering, which also works efficiently under the influence of wind and current, and to use an automatic, fast-acting trim of a vessel from the start to the gliding by trim tabs, which are combined with the steering can.
  • a further improvement in steering is the use of variable pitch propellers in double systems, which can set the pitch of a propeller in forward thrust and the other propeller in reverse thrust, the pitch difference between the two propellers is dependent on the steering angle of the steering wheel, as well as the speed component of the vessel.
  • the core of the invention is that to ensure optimum steering of a vessel at any speed, without reducing rudder or complex propeller shaft mechanisms and at the same time reduce the steering medium resistance in the water at higher speeds, as well as to improve the reversal of a vessel during port maneuvers also to allow automatic trimming with overdrive during the acceleration phase of a watercraft.
  • Fig. 1 is a schematic plan view of a watercraft, with the most important
  • Fig. 2 is a schematic plan view of a watercraft, with the most important
  • Fig. 3 is a schematic plan view of a watercraft, with the most important
  • Fig. 3a is a schematic plan view of a watercraft, with the most important
  • Fig. 4 is a schematic plan view of a watercraft, with the most important
  • FIG. 5 is a schematic plan view of a watercraft, with the most important
  • Fig. 5a is a schematic plan view of a watercraft, with the most important
  • Fig. 6 is a schematic plan view of a watercraft, with the most important
  • Fig. 6a is a schematic plan view of a watercraft, with the main elements for steering and reversing this, the thrust indicator of a propeller, as well as the thrust indicator of two transverse thrusters, at low speed in reverse and steering the vessel to the left
  • Fig. 6b is a schematic plan view of a vessel in a semicircular rotation in 2 positions, with the main elements for steering and reversing this, the thrust indicator of a propeller, as well as the thrust indicator of two transverse thrusters, at low speed and steering of the vessel to the left, and in direction of travel forward F and reverse R
  • Fig. 7 is a schematic plan view of a watercraft, with the most important
  • Fig. 8 is a three-quarter view of a steering flap with curved Strömungsabweiser and guide rails for lowering the steering flap in the flow of water behind a watercraft, and a support sketch for a means of action
  • FIG. 9 is a schematic lateral cross section through a steering flap, which can also be used as a trim flap, with two independent means of action for controlling the steering or trim
  • Fig. 10 is a schematic side cross-section through a steering flap, which can also be used as a trim flap, in position
  • Fig. 11 is a schematic side cross-section through a steering flap, which can also be used as trim tab at the same time, in position
  • FIG. 1 shows a schematic plan view of a watercraft 1, with a steering wheel 2 attached to the control stand, which is connected via a distance-measuring means 3 - which is e.g. may be an angle measuring device, an eccentric stroke sensor or a position switch - which delivers measured values 3a to a controller 4, which transmits a signal 4a of the hydraulic system 5 in order to open the corresponding directional control valves 6 and via the fluid line 5a for the variable pitch propellers or fluid line 5b the steering flap to perform the desired steering movement by means of an active agent 7 or 16 Lenkwirkstoffs.
  • the active agent 7 and the steering active agent 16 have displacement measuring means 3, which supply the measured values 3b back to the desired / actual value adjustment to the controller 4.
  • the hydraulic 5 and the directional control valves 6 work until the setpoint is reached.
  • the active agent 7 can thus control a variable pitch 8 for adjusting the wings 9, the steering actuating means 16 a steering flap 10.
  • the control additionally depends on the speed component 11 of the watercraft 1, which directs it to the controller 4 via the speed measurement value 11a.
  • control of the active agent 7 also depends on the position of Um Kunststoffhebeis 12, which has a Wegmessstoff 3 and the measured value signal 3 c, which indicates the position of Um Kunststoffhebeis 12, as in neutral N or in forward position F, or in reverse position R, or the completely shut down system NO has been selected, is also taken into account by the controller 4.
  • the steering adjustment is not related solely to the hydraulic 5, but also a pneumatic version is possible, with the restriction that only lockable agents can be used, which lock the selected position via means, so that the compressibility of the compressed air by exogenous as endogenously acting pressure fluctuations can have no effect on the position of the propeller blades 9 or steering flaps 10.
  • the steering adjustment can also be done electrically, wherein the active agent 7 is an electric motor.
  • the controller 4 also has the task of synchronizing the speed component 11 of both motors in double-engine systems, wherein the displacement measuring means 3 of the Um Kunststoffhebeis 12 is also included as a measured variable.
  • the Um Kunststoffhebel 12 may optionally be coupled to the throttle and thus forms a unit.
  • FIG. 2 shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left (port) and the reversing lever 12 in the forward position F.
  • the steering angle detected via the path measuring means 3 are forwarded to the controller 4.
  • the controller 4 detects the speed component 11 of the watercraft 1 and the position of the watercraft
  • Um Strukturhebeis 12 in which case sliding speed was detected as an example.
  • This allows the controller 4 to select the program sliding mode and gives the command to the hydraulic 5 further to the action means 7 to operate the left propeller 8 to reduce the wing pitch 9.
  • This causes the watercraft to be decelerated on the left side while the thrust action of the right-hand propeller remains the same and thus leads to a left turn of the watercraft 1.
  • the indicated arrow lengths PS show the thrust difference of the two propellers 8. At high speeds, the propeller blades 9 do not turn in the negative range and thus do not produce a reverse thrust.
  • Fig. 3 shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the Um Kunststoffhebel 12 in the forward position F.
  • the steering input and control is identical to that in Figure 2, in which case the controller 4 by way of example Slow speed program - as with Port maneuver is common - has 11 recognized due to the low speed component and thus at a full steering angle, for example, to the left, the left propeller 8 is also extremely rotated in a maximum reverse thrust position, so that a negative thrust of the propeller 8 can be generated, which shows more turning effect , as only a small but positive wing pitch on the left propeller 8.
  • the arrows illustrate the direction of the thrust forces PS. As long as the propeller thrust PS of the right propeller 8 is greater than that of the left propeller 8, the watercraft 1 turns to the left.
  • Fig. 3a shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the Um Kunststoffhebel 12 in the reverse position R.
  • the steering input is identical to that in Figure 3, in which case when deflecting forward F to reverse R, the wings 9 are rotated mirror-inverted, so that the propeller thrust PS of the right propeller 8 in a negative, backward direction shows, the left propeller 8 less
  • Each increase in the steering wheel angle leads to an increase in the pitch difference of the propeller 8 to each other. If a watercraft 1 make no drive to forward F or reverse R, so can the position of neutral N, the watercraft on the
  • propeller blades 9 are brought into an opposite slope, so that the thrust of both propellers 8 is identical, but act in the opposite direction.
  • FIG. 4 shows a schematic plan view of a watercraft 1, with a steering wheel 2 attached to the control station, which can be a distance measuring means 3 - which may be, for example, an angle measuring device, an eccentric stroke sensor or a position switch - and delivers the measured values 3a to a controller 4
  • Signal 4a of the hydraulic 5 passes to the directional control valves 6, which advantageously be proportional valves can open correspondingly and drive via the fluid line 5c the bow transverse thrusters 13 and rear transverse thruster 14 by means of hydraulic motors 15. It is advantageous that with an increase in the steering angle of the steering wheel 2, the rotational speed of the hydraulic motor 15 is increased, so that the thrust of the transverse thruster 13, 14 is increased accordingly. Is the transverse thruster 13,
  • the steering angle of the steering wheel 2 can directly influence the wing pitch of the transverse thruster 13, 14 take.
  • the controller 4 first checks the speed component 11, since the two transverse thrusters 14, 15 are activated only below a certain speed mark.
  • the position of Um Kunststoffhebeis 12 is another input variable and is also considered by the controller 4, wherein the Um Kunststoffhebel 12 has a distance measuring means 3 and the signal 3 c, which indicates the position of the Um Tavern- lever 12, to what extent this in neutral N, or in forward position F , or in reverse position R stands.
  • Querstrahlrderantriebe 15 does not relate solely to the hydraulic 5, but also a pneumatic solution is possible, or can also be driven by an electric motor.
  • FIG. 5 shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the reversing lever 12 in the forward position F.
  • the steering angle detected via the distance measuring means 3 is forwarded to the controller 4.
  • the controller 4 detects the speed component 11 of the watercraft and the position of Um Kunststoffhebeis 12, in this case, for example, slow travel - as in
  • Port maneuver is common - has recognized 11 due to the low speed component and thus at a full steering angle, for example, to the left, the hydraulic motor 15 of a stern thruster 14 to press. This causes a transverse jet thrust, indicated by the arrow QS, to be directed transversely to the watercraft 1 to the right and thus the watercraft 1 turns to the left.
  • Fig. 5a shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the Um Kunststoffhebel 12 in the reverse position R.
  • the steering input is identical to that in Figure 5, in which case when deflecting forward F to reverse R, the thruster thrust of the stern thruster 14 is activated in the reverse direction, as indicated by the arrow QS, so that the vessel 1 rotates to the right as seen by the arrow PS, as in an automobile with the same steering movement the same Steering impact has.
  • Fig. 6 shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the reversing lever 12 in the forward position F.
  • the steering input is identical to that in Figure 5, in which case in addition a bow thruster 13 comes into action whose transverse jet thrust, indicated by the arrow QS, is opposite to the transverse jet thrust of the stern thruster 14.
  • Fig. 6a shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the Um Tavernhebel 12 in the reverse position R.
  • the steering input is identical to that in Figure 5, in which case the transverse jet thrust of the bow thruster 13 and the Heckstrahlruders 14 are directed counter, so that the watercraft 1 seen in the direction of travel and indicated by the arrow PS, turns to the right, as it has the same steering effect in an automobile with the same steering movement.
  • a vessel 1 does not make any forward or reverse drive R, the vessel can be turned over the vertical axis at position N because the propeller thrust PS is not present in this position, but the steering angle of the steering wheel 2 still activates
  • FIG. 6b shows a schematic plan view of a watercraft in an imaginary radial circle rotation with the radius Ra, in the driving states described in FIGS. 6 and 6a.
  • the steering angle is constant, only in the forward speed F, the thrust of the bow transverse thruster 13 is operated to the left, in the reverse gear R, the thrust of the bow transverse thruster 13 is actuated to the right and the stern thruster 14 act against the same, so that the watercraft 1 in a Circle forwards and backwards can be driven without changing the steering angle.
  • Fig. 7 shows a schematic plan view of a watercraft 1, with a steering wheel 2 and a steering angle to the left and the reversing lever 12 in the forward position.
  • the steering angle detected via the distance measuring means 3 is forwarded to the controller 4.
  • the controller 4 detects the speed component 11 of the watercraft 1 and the position of the Um Kunststoffhebeis 12, in which case, sliding speed was detected as an example.
  • This allows the controller 4 to select the program Slip Mode and gives the command to the hydraulic 5, as described in Figs. 1 and 2, and in this case to the steering actuator 16, which operates the left steering flap 10 so that it is lowered into the water.
  • This causes the water flow WS is redirected at the steering flap 10 and generates a side thrust SS on the watercraft 1 and on the left side of the watercraft 1 also a resistance RR is created, which leads to a left turn of the watercraft
  • the programs slow motion or sliding mode and the associated activations of the transverse thruster 13, 14 or the steering flap 10 need not be fixed speed marks, but can be fluent.
  • the switching off of one or the other steering mode by the steering actuation means 16 or Hydraulic motor 15 are not constantly activated together, is due to the energy saving for the pressure treatment of the hydraulic 5, highly desirable.
  • transverse thrusters 13, 14 with a steering flap 10, or combination flap 21 is not conclusive. Even a normal rudder, which generates little control pressure at low watercraft speed, can profit by means of an automatic switchover to the transverse thrusters 13, 14.
  • Fig. 8 shows a three-quarter view of a steering flap 10 with a curved flow deflector 17, wherein any shape and any inclination of the flow deflector 17 is allowed, which triggers an influence on the side transverse thrust SS.
  • a cover 18 connects the flow deflector with guide rails 19 for lowering the steering flap 10 in the water flow and is used for fastening the holder 20 for the Lenkwirkstoff 16 and as splashing water deflector.
  • the holder 20 also directly on the guide rails
  • FIG. 9 shows a schematic lateral cross section through a combination flap 21, which can be used simultaneously as LenkklappelO and trim tab 22, with two independent action means, each having a Wegmessstoff 3, a Lenkwirkstoff 16 for steering and Trimmwirkstoff 23 for the trim of Watercraft 1.
  • the embodiment of the steering flap 10 includes a lower lip 24, so that the water flow WS is channeled and the side transverse thrust SS additionally increased.
  • the channel K can be a bent tube in order to redirect the water flow accordingly.
  • the combination flap 21 is held by means of a longitudinal guide 25 and secured to the flap frame 26.
  • the flap frame 26 is fixedly connected to the watercraft 1.
  • the steering flap 10 can be lowered, or the trim flap 22, or both parts together.
  • the lowering of the trim flap is done automatically, for example, in the starting phase, the fine adjustment of the trim flap 22 is done manually by not shown actuator on the helm of the watercraft.
  • FIG. 10 shows a schematic lateral cross section through a combination flap 21 according to FIG. 9, in the position of the steering version.
  • the water flow WS is redirected in the channel K and at the same time the water resistance RR is increased by the one-sided introduction of the steering flap 10 in the water, which leads to the twisting off of the watercraft.
  • FIG. 11 shows a schematic lateral cross section through a combination flap 21 according to FIG. 9, in the position trim execution.
  • the water flow WS is activated by the lowering of the trim flap 22, which leads to an upward force component LK on the vessel 1.
  • the steering actuation means 16 is lowered by the value of the wall thickness of the lower lip 24, which leads to a stub-wedge-like resistance, which also triggers an upward force on the vessel 1 while also the Trimmwirkstoff 23 is activated downwards ,
  • the controller 4 which calculates the speed of the watercraft 1 via the speed component 11, as well as the reversing lever 12, which may also be coupled to the unillustrated throttle of the engine and the sensor 3 thereon, can be used for the automatic trim control, namely, depending on how fast the reversing lever 12 with the throttle lever coupled to it is pushed forward, this leads to a signal - as a measured value ramp over time - to the hydraulic 5, directional control valves 6 and hydraulic accumulator 28, so that the Trimmwirkstoff 23 is activated and the trim flap 22nd is driven down in a flash.
  • the automatic trim control namely, depending on how fast the reversing lever 12 with the throttle lever coupled to it is pushed forward, this leads to a signal - as a measured value ramp over time - to the hydraulic 5, directional control valves 6 and hydraulic accumulator 28, so that the Trimmwirkstoff 23 is activated and the trim flap 22nd is driven down in a flash.
  • Inclusion of the hydraulic accumulator 28 is to provide sufficient pressure medium to fill the Trimmwirkstoff 23 as quickly as possible with the pressure medium.
  • the trim flap 22 is continuously moved back to its original position. This causes the launch of a watercraft 1, by the immediate extension of the trim flap 22, the bow of the watercraft 1 is not excessive.
  • the trim flap 22 is retracted accordingly, the procedure of the collection take place continuously can.
  • the trim flap adjustment takes place in this function for both trim tabs 22 simultaneously and in parallel.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

L'invention concerne une direction et une compensation d'assiette pour un navire (1), la commande s'effectuant par l'intermédiaire du volant de direction (2) à l'aide de gouvernails à jet transversal (13, 14), lorsque le navire se déplace à une faible vitesse, et à l'aide de moyens de gouvernail (29) lorsque le navire plane. De plus, pendant la phase d'accélération du navire (1), les volets de compensation (22) sont positionnés de manière automatique et avec une plus grande vitesse de levage.
EP06761263A 2005-08-08 2006-08-04 Direction et compensation d'assiette pour navire Withdrawn EP1915289A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH13062005 2005-08-08
PCT/CH2006/000412 WO2007016805A1 (fr) 2005-08-08 2006-08-04 Direction et compensation d'assiette pour navire

Publications (1)

Publication Number Publication Date
EP1915289A1 true EP1915289A1 (fr) 2008-04-30

Family

ID=37434375

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06761263A Withdrawn EP1915289A1 (fr) 2005-08-08 2006-08-04 Direction et compensation d'assiette pour navire

Country Status (3)

Country Link
US (2) US20090101057A1 (fr)
EP (1) EP1915289A1 (fr)
WO (1) WO2007016805A1 (fr)

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Also Published As

Publication number Publication date
WO2007016805A1 (fr) 2007-02-15
US20090101057A1 (en) 2009-04-23
US20110120364A1 (en) 2011-05-26

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