EP2404823A2 - Système de direction pour bateaux à voile - Google Patents

Système de direction pour bateaux à voile Download PDF

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Publication number
EP2404823A2
EP2404823A2 EP11166398A EP11166398A EP2404823A2 EP 2404823 A2 EP2404823 A2 EP 2404823A2 EP 11166398 A EP11166398 A EP 11166398A EP 11166398 A EP11166398 A EP 11166398A EP 2404823 A2 EP2404823 A2 EP 2404823A2
Authority
EP
European Patent Office
Prior art keywords
rudder
steering
user
feedback
interface
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Withdrawn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
EP11166398A
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German (de)
English (en)
Other versions
EP2404823A3 (fr
Inventor
Russell Andrew Salmon
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.)
Alloy Yachts International Ltd
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Alloy Yachts International Ltd
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 Alloy Yachts International Ltd filed Critical Alloy Yachts International Ltd
Publication of EP2404823A2 publication Critical patent/EP2404823A2/fr
Publication of EP2404823A3 publication Critical patent/EP2404823A3/fr
Withdrawn legal-status Critical Current

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    • 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
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • 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
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
    • B63H25/18—Transmitting of movement of initiating means to steering engine

Definitions

  • the present invention relates to steering systems for sailing vessels.
  • Sailing vessels can be broadly divided into tiller steering or wheel steering types.
  • Yachts up to twelve metres have tiller steering systems with the tiller direct connected to the rudder or rudder shaft.
  • Yachts above twelve metres typically have wheel steering systems.
  • the wheel steering provides direct action to the rudder or rudder shaft by a mechanical system including cables, chains or a direct hydraulic drive.
  • yachts over thirty metres have typically implemented servo control steering systems where the wheel is not directly linked to the rudder. Instead, a first sensing unit senses the wheel position or movement. A second sensing unit senses the rudder angle. A drive unit drives rotation of the rudder according to movement of the wheel. A rudder angle instrument is usually provided for the helmsmen.
  • a steering system according to claim 1 there is provided a steering system according to claim 14.
  • the present invention seeks to provide a steering system for sailing vessels which goes some way towards overcoming the above disadvantages or which will at least provide the industry with a useful choice.
  • the present invention may broadly be said to consist in a steering system for a yacht including a rudder and a user steering interface (e.g. a wheel or tiller), the steering system comprising a hydraulic drive unit connected with the rudder to control the angle of the rudder relative to the yacht hull, a sensor for sensing the position or movement of the user steering interface, a controller activating the hydraulic drive unit to control the angle of the rudder according to the output of the sensor, a feedback system that senses the rotation load on the rudder and applies a feedback force to the user steering interface by way of a hydraulic feedback motor connected to the user steering interface.
  • a hydraulic drive unit connected with the rudder to control the angle of the rudder relative to the yacht hull
  • a sensor for sensing the position or movement of the user steering interface
  • a controller activating the hydraulic drive unit to control the angle of the rudder according to the output of the sensor
  • a feedback system that senses the rotation load on the rudder and applies a feedback force to the
  • the sensor for sensing rudder load comprises a pressure sensor sensing hydraulic pressure in the rudder drive unit.
  • the feedback system includes a controller that receives the rotation load information as an input and controls the torque applied by the hydraulic feedback motor as a non-linear function of the rudder load input.
  • the non-linear function includes the steering load increasing with increasing rudder load up to a maximum and then either not increasing or decreasing with further increases in rudder load.
  • the steering system includes a user control for activating and deactivating the feedback system.
  • the steering system includes multiple user steering user interfaces, a sensor sensing movement or position of each user interface, a feedback system in relation to each user steering interface and a user control in relation to each user steering interface for activating and deactivating the respective feedback system.
  • the senor associated with the user steering interface for sensing the position or movement of the user steering interface comprises a hydraulic pump.
  • the hydraulic drive unit for the rudder comprises a feedback control receiving input from the user steering interface sensor, a sensor providing input to the feedback control of actual rudder angle and one or more hydraulic actuators, the feedback control controlling the flow of fluid to the actuator or actuators to control the rudder position according to a sensed position of the user steering interface.
  • the hydraulic actuator or actuators comprises a pair of hydraulic rams.
  • the sensor sensing rudder load senses pressure in the supply hydraulic to the rams.
  • the feedback control system includes a proportional relief controller receiving input from the rudder load sensor and providing output that is a non-linear function of this input to proportionally control relief valves which in turn supply the hydraulic feedback motor.
  • the present invention may broadly be said to consist in a sailing vessel including a rudder, a user steering interface, and a steering system as claimed above.
  • the present invention may broadly be said to consist in a steering system for a yacht including a rudder and a user steering interface (e.g. a wheel or tiller), the steering system comprising a drive unit connected with the rudder to control the angle of the rudder relative to the yacht hull, a sensor for sensing the position or movement of the user steering interface, a controller activating the drive unit to control the angle of the rudder according to the output of the sensor, a feedback system that senses the rotation load on the rudder and applies a feedback force to the user steering interface that is a non-linear function of the rudder load.
  • a steering system for a yacht including a rudder and a user steering interface (e.g. a wheel or tiller)
  • the steering system comprising a drive unit connected with the rudder to control the angle of the rudder relative to the yacht hull, a sensor for sensing the position or movement of the user steering interface, a controller activating the drive unit to control the angle of the
  • the non-linear function includes the steering load increasing with increasing rudder load up to a maximum and then either not increasing or decreasing with further increases in rudder load.
  • the maximum steering load is less than 200 N applied force.
  • the steering system includes a user control for activating and deactivating the feedback system.
  • the steering system includes multiple user steering user interfaces, a sensor sensing movement or position of each user interface, a feedback system in relation to each user steering interface and a user control in relation to each user steering interface for activating and deactivating the respective feedback system.
  • the drive unit for the rudder comprises a feedback control receiving input from the user steering interface sensor, a sensor receiving input of actual rudder angle and one or more actuators, the controller controlling the actuator or actuators to control the rudder position according to a sensed position of the user steering interface.
  • the present invention may broadly be said to consist in a sailing vessel including a rudder, a user steering interface, and a steering system as claimed above.
  • the best sailing performance is produced by constantly maximising the forward driving force from the wind and minimising drag through the water.
  • the forward driving forces are influenced by the boat heading and speed and the selection and trim of the sails.
  • sail selection can involve different size head sails and adjustments to the size of main sails by reefing.
  • Sail trim can involve pulling in or easing out on sheets, adjusting sheeting angles, adjusting halyard tensions, adjusting mast angle and mast bend, and other sail shape adjustments such as out haul, cunningham and vang.
  • Drag can vary depending on the heel angle of the yacht, but a particularly large source of drag, and one over which the skipper and crew have most control, is from the rudder.
  • the skipper and crew can minimise the drag produced by the rudder by carefully adjusting the selection and trim of the sails, typically referred to as the balance of the boat.
  • excessive heel angle usually leads to weather helm, which is a tendency for the boat to head up toward the wind.
  • heeling to windward will lead to lee helm, a tendency to turn away from the wind. Sails trimmed overly tight will tend to create weather helm when reaching.
  • the helmsman can adjust for this by adjusting the rudder angle, but this in turn produces drag.
  • the immediate next step should be adjusting sail trim or selection to re-balance the helm.
  • the helmsman can feel subtle changes in force on the rudder and preemptively adjust boat heading or sail trim for the developing condition.
  • the ability of the helmsman to feel these changes and helm pressure is a substantial factor in maximising sailing performance.
  • this increased rudder angle increases the force required of the helmsman, to which he can respond by asking for adjustments in the trim of the sails. This increase might be, for example, to 100N. With very large gusts, or attempts to bear away with sails trimmed on in strong winds, the helm pressure may increase to, for example, 150 to 300N, but is still manageable.
  • boat designs incorporate longer tillers, deeper, narrower rudders and eventually wheel steering. Longer tillers and wheel steering provide improved mechanical advantage, but require longer movements, and therefore reducing the speed of response. For very large boats, the gearing ratio required for direct steering is so high that the need for responsiveness outweighs the benefits of feeling the rudder forces and indirect steering systems are used instead.
  • the present invention provides power assistance to the steering, preserving the responsiveness, while also preserving feel for the helmsman and, preferably, protecting the helmsman from excessive feedback forces.
  • the present invention in broad terms provides feedback force to the helm that is a function of the actual torque experienced by the rudder.
  • the system drives the rudder indirectly so that the steering forces exerted on the rudder by the system are enhanced compared to the force required on the helm and the required helm travel.
  • the feedback force from the rudder to the helm is capped at a level that is still comfortable and manageable for the helmsman.
  • the steering system includes at least one helm station including a user steering interface such as steering wheel or tiller.
  • a user steering interface such as steering wheel or tiller.
  • the system will be particularly described with reference to a steering wheel, but a system as detailed here could be implemented using a tiller if desired.
  • the preferred helm station 100 includes a steering wheel 102.
  • the steering wheel 102 rotates a shaft 104.
  • a sensor 106 determines the shaft position of shaft 104.
  • the sensor 106 is a hydraulic pump, for example an axial piston hydraulic pump.
  • Other shaft position sensors are possible, for example, a rotary encoder or Hall sensor could provide electronic output instead of the hydraulic output provided by the pump 106.
  • the output of the sensor 106 is provided to a steering controller 108.
  • the steering controller 108 may have inputs from other helm stations or sources.
  • the illustrated system includes a second helm station 110, and automatic pilot steering system 112.
  • secondary steering station 110 includes another hydraulic pump 114.
  • Automatic pilot steering system 112 includes a further hydraulic pump 116. All three steering pumps feed output to controller 108.
  • the controller 108 receives further input from a rudder angle sensor 118.
  • the controller 108 includes direct arm linkages 122 to the rudder quadrant 120.
  • the controller 108 provides output controlling one or more actuators connected to the steering quadrant 120.
  • the actuators may be any suitable drive units, for example electrical linear actuators or hydraulic linear actuators such as hydraulic rams, or a hydraulic or electric motor and gear box directly or individually driving the rudder shaft.
  • hydraulic rams connected to the steering quadrant 120 are preferred.
  • the controller 108 preferably includes flow control valves and the output to the actuators to the hydraulic rams 122 is a direct application of hydraulic fluid
  • the hydraulic supply from controller 108 to the rams 124 and 126 is such that when ram 126 extends, ram 124 will retract and when ram 124 extends, ram 126 retracts. Accordingly, the rudder torque is evenly distributed between the rams 124 and 126.
  • the difference in the hydraulic pressure between the supply lines 128 and 130 is representative of the force being applied by each hydraulic ram to the rudder steering quadrant 120.
  • a sensor 132 is provided to sense the pressure in supply line 130.
  • a second sensor 134 is provided to sense the pressure in supply line 128.
  • the output of sensors 132 and 134 are utilised in the system to control a feedback force applied to the steering interface 102 by a feedback motor 140.
  • sensors independent of the rudder drive system can be used to sense rudder torque.
  • strain gauge sensors may be applied to the rudder shaft aligned with the expected strain (45° to the shaft axis) or to the rudder steering quadrant aligned with the expected strain.
  • the output of the strain gauge sensors would represent the tiny deflection of the rudder shaft or steering quadrant due to the applied rudder torque.
  • the individual strain gauges of a strain gauge sensor are commonly arranged in a Wheatstone Bridge arrangement. The output of the strain gauge sensors may be provided to an appropriate level directly to the feedback system with or without intermediate filtering or adaptation.
  • the rudder torque could be sensed by measuring the linear load on each actuator
  • load cells could be provided between the actuators and the steering quadrant, or between the actuators and their fixed mounting connections.
  • the load cells could be of any suitable type capable of measuring tension and compression.
  • strain gauge sensors could be applied to connecting parts of the actuators to sense the tiny strains generated by the linear loads on the actuators.
  • Strain gauge or load cell measurement of the rudder forces may be more accurate than sensing using the hydraulic pressures in the actuators.
  • the actuators have relatively large internal friction that can reduce the accuracy of the sensor output.
  • the output from the rudder torque sensor could be used to directly control the torque applied by feedback motor 140.
  • the output of sensor 132 and 134 could be a direct input to a block of proportionally controlled relief valves supplying hydraulic feedback motor 140.
  • the feedback force to the user interface is capped.
  • this is achieved by including a controller 136 between the rudder torque sensor (for example sensor 132 and 134) and the block 142 of proportional valves.
  • the controller 136 receives input signals from the rudder torque server and provides output control signals to the proportional valves 142.
  • the output control signals are a function of the input signals.
  • Figure 2 illustrates two example relationships that might be implemented by controller 136. In the first relationship illustrated by solid line 202, the control output from controller 136 has a linear relationship with the sensor inputs up to a threshold rudder torque 204. Thereafter, the control output does not increase.
  • Figure 2 illustrates a second possible response as broken line 206.
  • helm force compared to rudder torque.
  • the helm force initially has a first linear relationship with the rudder force. Once the rudder force reaches an intermediate threshold 208, the helm force adopts a lower rate of increase relative to increase in rudder force. At the higher threshold 204 helm force ceases to increase.
  • the preferred linear relationship portion provides for a reduction helm force compared to the rudder force.
  • the relationship would be chosen to provide good feel and fast response for typical steady conditions.
  • a non-linear relationship could alternatively be provided.
  • a wire with gradually reducing gradient may provide enhanced feel at low rudder torques, and eliminate any step changes in the response.
  • the response above the threshold or cap preferably provides for constant helm force, however other options could be implemented, such as a reducing helm force or a helm force that varies over time or both.
  • the helm force could be caused to fluctuate at a steady frequency such as 1Hz so that the helmsman is reminded that the helm force no longer represents the actual rudder load.
  • the controller 136 could be adapted to produce any suitable profile of helm force to rudder force.
  • the maximum feedback torque to the steering wheel is desired to be approximately 60Nm representing a 100N force required of the helms person on a 1.2m diameter wheel rim.
  • the maximum rudder torque might be, for example, 85000Nm if the helm is put hard over at high speed. But in a useful sailing range, where performance is improved by helm feel, the force may be up to only about 10000Nm.
  • the preferred steering has three full turns of the wheel to adjust the rudder angle through about 70 degrees, a total reduction of about 15:1. So in this system, the controller might provide feedback torque through the feedback pump of about 0.09 times the measured rudder torque, capped at 900Nm. This gives effective feedback throughout the useful sailing range, without overpowering the helmsperson during fast manoeuvres.
  • the controller could be implemented as relatively simple electronic circuits directly providing output signals as a function of the input signals, or may include a micro-computer processing input signals, and constructing output signals on the basis of a control relationship provided in the software. This would have the advantage of easy upgrade or adaptation.
  • the feedback profile could be customised to requests of an individual helmsman.
  • the system may also store multiple profiles, selectable by a helmsman at the helm station through a user interface display.
  • the preferred system is described having a controlled torque from feedback motor 140 as a means of limiting the peak helm loads.
  • a torque limiter could be provided between the feedback motor 140 and the user steering interface.
  • a torque limiting pulley could be provided in a transmission between the motor 140 and the shaft 104.
  • Most torque limiting transmissions include a frictional interface with a consequent wear concerns over the longer term. Accordingly, this is not the preferred option.
  • the feedback motor 140 transmits forces to the user steering interface via a non-slipping drive, such as a sprocket and belt drive 144.
  • the feedback motor 140 is supplied with pressurised hydraulic fluid from the ship's main hydraulic fluid supply 146. Fluid returns from the feedback motor to the hydraulic fluid reservoir 148 on an essentially continuous basis.
  • An example of suitable feedback motor is an axial piston hydraulic pump.
  • second steering station 110 includes a steering pump 114 providing output to the steering controller 108.
  • a second feedback controller 150 receives inputs from the rudder torque sensor (for example hydraulic pressure sensors 132 and 134) and controls the torque output of feedback motor 152.
  • each force feedback system is able to be activated and deactivated selectively by the helmsman at each station.
  • a switch 154 at the first helm station 100 provides an input to controller 136. Activation and deactivation of switch 154 is read by controller 136. Controller 136 responds to the input from switch 154 by activating or deactivating the feedback motor 140 by controlling the output signals to the proportional control valves 142.
  • a similar switch 150 provides equivalent input to controller 150 which in turn activates or deactivates feedback from motor 152.
  • Figure 3 shows a plot of rudder force against time and helm force against time.
  • the helm force and rudder force are provided on different scale, the rudder force being at least an order of magnitude higher than the helm force.
  • the sailing session might begin with a period of relatively low rudder force as the yacht is head to wind, hoisting sails, before progressing at time B to bear away on to a reach.
  • the bear away manoeuvre C exerts considerable force, as the trimmers fail to respond quickly enough.
  • a wind gust D overpowers the yacht and is compensated by the helmsman.
  • This condition exerts large pressure and the helm force is capped, as at E.
  • a subsequent significant increase in wind speed continues to overpower the boat on the reach.
  • the compensating steering by the helmsman produces a large rudder force F.
  • the corresponding feedback force to the helm is capped, as at G.
  • the yacht turns to sail upwind.
  • the helmsman sails on the wind with a mild weather helm, compensating for minor movements in wind angle and wind speed as necessary. In the absence of any large gusts, the helm force remains in a range below the capped limit.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Feedback Control In General (AREA)
  • Guiding Agricultural Machines (AREA)
EP11166398A 2010-05-17 2011-05-17 Système de direction pour bateaux à voile Withdrawn EP2404823A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NZ58541610 2010-05-17

Publications (2)

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EP2404823A2 true EP2404823A2 (fr) 2012-01-11
EP2404823A3 EP2404823A3 (fr) 2012-04-11

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Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3929176C2 (de) * 1989-09-02 1998-12-17 Bosch Gmbh Robert Servolenkung
JP4103550B2 (ja) * 2002-11-05 2008-06-18 株式会社ジェイテクト 車両用操舵装置
JP4303149B2 (ja) * 2004-03-09 2009-07-29 ヤマハ発動機株式会社 電動操舵装置
JP5132132B2 (ja) * 2006-11-17 2013-01-30 ヤマハ発動機株式会社 船舶用操舵装置及び船舶

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