EP3393902B1 - Verfahren zur steuerung des strahlruders eines wasserfahrzeugs - Google Patents

Verfahren zur steuerung des strahlruders eines wasserfahrzeugs

Info

Publication number
EP3393902B1
EP3393902B1 EP16816313.7A EP16816313A EP3393902B1 EP 3393902 B1 EP3393902 B1 EP 3393902B1 EP 16816313 A EP16816313 A EP 16816313A EP 3393902 B1 EP3393902 B1 EP 3393902B1
Authority
EP
European Patent Office
Prior art keywords
propeller
axis
vehicle
upstream
movement
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.)
Active
Application number
EP16816313.7A
Other languages
English (en)
French (fr)
Other versions
EP3393902A1 (de
EP3393902C0 (de
Inventor
Christophe Borel
Jean-Philippe Brunet
Benoît THECKES
Cyril BOUYER
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.)
Thales SA
Original Assignee
Thales SA
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 Thales SA filed Critical Thales SA
Publication of EP3393902A1 publication Critical patent/EP3393902A1/de
Application granted granted Critical
Publication of EP3393902C0 publication Critical patent/EP3393902C0/de
Publication of EP3393902B1 publication Critical patent/EP3393902B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
    • B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
    • B63G8/14—Control of attitude or depth
    • B63G8/16—Control of attitude or depth by direct use of propellers or jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/002—Propeller-blade pitch changing with individually adjustable blades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
    • 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
    • B63H2025/425—Propulsive elements, other than jets, substantially used for steering or dynamic anchoring only, with means for retracting, or otherwise moving to a rest position outside the water flow around the hull

Definitions

  • the present invention relates to the propulsion and maneuvering of marine vehicles comprising a propeller comprising two propellers. More specifically, the invention relates to a marine vehicle comprising a steering device, to the steering device, to a propulsion system comprising the steering device and to a method of steering the marine vehicle.
  • An aim of the invention is to propose a method for piloting a marine vehicle comprising a two-propeller vector propulsion system making it possible to control the trajectory of the vehicle, particularly when turning, a piloting device, a marine vehicle comprising the piloting device and a propulsion system comprising the piloting device.
  • the invention proposes a method for piloting, i.e. controlling, a thruster of a marine vehicle.
  • the method applies particularly to underwater vehicles intended to move completely submerged in a liquid, in particular water.
  • the invention also applies to surface vehicles intended to move on the surface of a liquid while being partially submerged in the liquid.
  • the marine vehicles may be autonomous vehicles with (human) pilots on board, or unmanned drones on board such as remotely operated vehicles or ROVs or autonomous marine vehicles such as autonomous underwater vehicles or AUVs. Consequently, the piloting method according to the invention may be implemented by an operator (pilot) on board or remotely or by an autonomous piloting device.
  • variable cyclic and collective pitch propeller is a propeller whose blade pitch angle is collectively controllable, allowing the thrust to be adjusted along the propeller's axis of rotation.
  • the collective pitch is defined by a collective blade pitch angle. In other words, all the blades have the same collective pitch angle throughout the blade revolution around the propeller's axis of rotation.
  • the blade pitch angle of a propeller is the angle formed between the blade chord and the propeller's plane of rotation according to the chosen reference.
  • the propeller's plane of rotation is a plane of the propeller perpendicular to the propeller's axis of rotation.
  • the pitch angle is also cyclically adjustable, allowing the thrust to be directed perpendicular to the propeller's axis of rotation.
  • the cyclic pitch angle of the blades varies cyclically, i.e. during a revolution around the propeller's axis of rotation, depending on the angular positions of the blades around the propeller's axis of rotation.
  • the cyclic pitch is defined by a differential cyclic pitch angle during a revolution of the blades as well as by a cyclic angle.
  • the differential cyclic pitch angle is defined as the difference between the maximum cyclic pitch angle and the minimum cyclic pitch angle of a blade during a revolution.
  • the collective pitch is the average cyclic pitch angle.
  • the cyclic angle is the angle formed, around the propeller's axis of rotation, between the direction in which the blade pitch angle is maximum and a reference direction related to the body of the vehicle.
  • the neutral collective pitch is the blade pitch angle for which the propeller rotating around its axis of rotation exerts zero thrust, along its axis of rotation.
  • the neutral cyclic pitch is that for which the blades exert a thrust whose component perpendicular to the axis of rotation of the propeller is zero. Coordinated control of the two propellers makes it possible to control the orientation of the thrust on 4 ⁇ steradian.
  • vector thrusters which consist of two coaxial counter-rotating propellers, i.e. whose axes of rotation are substantially coincident.
  • coaxial propellers are known whose axes of rotation are substantially parallel to the main axis of movement of the vehicle.
  • the main axis of movement of the vehicle is the axis, linked to the body of the vehicle, along which the vehicle is primarily intended to move.
  • axis linked to the body of the vehicle we mean that the orientation and position of the body of the vehicle in a plane perpendicular to the axis are fixed.
  • This type of thruster has the advantage of being able to be piloted in such a way as to present good energy efficiency at high speed.
  • the two propellers generate thrust naturally oriented along the main axis of movement of the vehicle.
  • the main axis of movement of the vehicle is the roll axis of the vehicle.
  • the yaw and pitch axes are radial axes, that is to say perpendicular to the main axis, passing through the main axis.
  • the method is also applicable to propellers of the type comprising two counter-rotating or non-counter-rotating propellers with variable cyclic and collective pitches whose axes of rotation of the propellers are distinct and substantially parallel and to those having propellers whose axes of rotation are not parallel.
  • the axes of rotation of the propellers form any respective angles other than 90° with this axis which is for example the main axis of movement of the vehicle. More advantageously, the axes of rotation of the propellers are substantially parallel to the main axis of movement of the vehicle which makes it possible to improve the propulsion efficiency when moving in a straight line along this axis.
  • the rotation speed of the blades of the propeller around its axis of rotation (called the rotation speed of the propeller) is adjustable independently or collectively for the two propellers.
  • the propellers may each have a fixed orientation relative to the body of the vehicle. In other words, their respective axes of rotation are fixed relative to the vehicle's axis.
  • the method according to the invention also applies to thrusters comprising two steerable thrusters with a ball-and-finger connection, also called "gimbal propellers" in English terminology.
  • These thrusters each have a propeller comprising blades whose pitch is not adjustable. Alternatively, the cyclic pitch and/or the collective pitch may be variable.
  • Each of the propellers is connected by a ball-and-finger connection to the body of the marine vehicle, produced for example by means of a cardan assembly so that the plane of rotation (or the axis of rotation) of each of the propellers can pivot, relative to the body of the vehicle, around two axes perpendicular to each other. In other words, the orientation of the propellers relative to the body of the vehicle is modifiable.
  • each of the propellers around its axis of rotation is also adjustable, preferably independently of each other.
  • a single "gimbal propeller" type thruster has a more limited efficiency than thrusters with counter-rotating propellers with variable cyclic and collective pitch and have an action limited to a given angular sector of opening less than 360°.
  • Propellers can have the same or different diameters, the same or different number of blades.
  • THE figures 1 to 3 schematically represent in top view an underwater vehicle 1 having a body 2 and a vector thruster 3 mounted on the body of the underwater vehicle 1.
  • This vehicle moves along an axis of movement x in the direction of the x axis.
  • the thruster 3 is of the vector thruster type comprising two counter-rotating front and rear propellers with variable cyclic and collective pitches.
  • the propellers are coaxial. In other words, they are intended to rotate around substantially coincident axes of rotation.
  • the axis of the propellers x is the axis of movement of the vehicle.
  • the x axis is the preferred axis of movement of the vehicle which is here the roll axis of the vehicle.
  • the axis of movement of the vehicle x is oriented in the preferred direction of movement of the vehicle when the vehicle has a preferred direction of movement.
  • the propellers comprise a front front propeller and a rear rear propeller. Front and rear as well as left and right are defined relative to the x-axis of movement of vehicle 1 in the direction of the x-axis.
  • the front propeller AV is the upstream propeller when the vehicle is moving forward along the x-axis, the rear propeller is then the downstream propeller.
  • the front propeller AV is the downstream propeller when the vehicle is moving backward along the x-axis, the rear propeller is then the upstream propeller.
  • each front, rear propeller are mounted on the body 2 of the vehicle 1 to rotate around the axis of rotation of the corresponding front, rear propeller.
  • the blades of a propeller are integral in rotation around the axis of rotation of the propeller.
  • each blade is connected by an axis to a hub mounted to rotate on the body 2 of the underwater vehicle 1 around the axis of rotation of the propeller generally defined by a shaft.
  • the water flow lines between the two propellers are represented by arrows.
  • a flow generated by a propeller represents the speed of the water through the propeller.
  • the modulus or intensity of the flow, expressed in kg.ms -1 is a flow rate of momentum of the water through the surface of the propeller.
  • the thrust force generated by the propeller is represented by a double arrow in each figure. In these figures, for clarity, the thrust is represented in the central part of the vehicle but it is advantageously applied to a point of the body of the vehicle located between the two propellers and preferably on the roll axis of the vehicle.
  • the two propellers AV, AR are installed at the rear of the vehicle, that is to say on the rear half of the vehicle body along the reference axis x.
  • these two propellers are installed at the front of the vehicle body or one at the front and one at the rear of the vehicle body.
  • the planes of rotation of the propellers are not arranged in planes symmetrical to each other with respect to a plane containing the center of mass of the body 2 of the underwater vehicle 1.
  • the method according to the invention comprises a so-called navigation step.
  • the thruster is piloted so that each propeller generates a flow.
  • thruster 3 is driven so that the front and rear propellers generate backward flows along the x axis.
  • the flow generated by thruster 3 is the combination of the flows generated by the two front and rear propellers.
  • each of these flows is oriented backwards along the vehicle's axis of movement x. Therefore, the thrust force F generated by reaction by the thruster 3 includes a positive axial component (along the x-axis).
  • the vehicle moves along the x-axis in the direction defined by the x-axis.
  • the front propeller AV is the upstream propeller and the rear propeller AR is the downstream propeller.
  • the thruster is driven so that the propellers generate forward flows along the x axis.
  • the flow generated by the thruster is the combination of the flows generated by the two propellers. This flow is oriented forward.
  • the thrust force F generated by reaction from the thruster is directed rearward and the vehicle moves backward in the direction of the x axis.
  • the front propeller AV is the downstream propeller and the rear propeller AR is the upstream propeller.
  • the thruster is controlled so that the propellers continuously generate flows directed downstream in said direction. Downstream is located towards the rear when the vehicle advances in a predetermined direction in a predetermined direction and upstream is located in front of downstream when the vehicle advances in this direction in this direction.
  • the vehicle could move along another axis of movement linked to the vehicle which would not be the axis of the propellers.
  • the thruster would be controlled so that the flows generated by the propellers along the x axis are oriented in the same direction along the axis of movement of the vehicle, this direction would be opposite to the direction of movement of the vehicle along this axis.
  • each propeller advantageously generates a non-zero flow directed in the same direction along the axis of rotation of the propeller, over the entire revolution of the propeller blades in the liquid around the axis of rotation of the propeller.
  • the axial component of the flow has the same sign over the entire revolution of the propeller blades in the liquid around the axis of rotation of the propeller.
  • Each flow has a non-zero component of the same sign along the axis of rotation of the propeller, over most of the revolution of the propeller blades in the liquid around the axis of rotation of the propeller x and preferably over the entire revolution of the propeller blades around the axis of rotation of the propeller.
  • the thruster is controlled, for example by limiting the differential cyclic angle as a function of the applied collective pitch, so that each propeller generates thrust in the same direction over most of the revolution of the propeller blades around the axis of rotation, and preferably over the entire revolution of the propeller blades around the axis of rotation of the propeller.
  • each flow has essentially the same direction over the entire revolution of the propeller blades in the liquid around the axis of rotation makes it possible to avoid the creation of vortices between the propellers which would have the effect of destabilizing the vehicle.
  • the direction of the flow along the axis of rotation of at least one propeller does not have the same sign over the entire revolution of the propeller blades in the liquid around the axis of rotation of the propeller.
  • the flows generated by the two propellers AV, AR are rotationally symmetrical around the axis of movement x. Consequently, the flow generated by thruster 3, which is the combination of the flows generated by the two propellers, is rotationally symmetrical around the axis x. Consequently, the thruster generates axial thrust but no radial thrust.
  • Axial thrust is the component of the thrust generated by the thruster along the axis of movement x.
  • Radial thrust is the component of the thrust generated by the thruster along an axis perpendicular to the axis of movement x. The vehicle does not rotate around an axis perpendicular to the axis of rotation of the propeller.
  • the thruster is configured (in other words, the properties of each propeller and the arrangement between the propellers are chosen) so that the flow generated by each propeller can reach the other propeller or at least the flow generated by the upstream propeller can reach the downstream propeller.
  • This configuration is valid over a predetermined speed range being advantageously the speed range over which the vehicle is intended to navigate relative to the liquid.
  • the thruster 3 is controlled so as to rotate the vehicle around an axis perpendicular to the axis of movement x.
  • the vehicle moves forward along the x axis and rotates around the x axis.
  • the orientation of the flows generated by the two propellers along the axis of movement x are the same as in the figure 1 .
  • the thruster 3 is controlled so that the downstream propeller (here the rear propeller AR) generates a flow which is not rotationally symmetrical around the axis of movement x.
  • the thruster is controlled so that the downstream propeller (here the rear propeller) generates a downstream flow whose main axis T , shown in thin lines relative to the arrows representing the flow lines, forms a non-zero angle with the x axis.
  • the flow generated by the upstream propeller (here the front propeller) at a time t is always revolutionally symmetrical around the x axis.
  • the total flow generated by thruster 3 is no longer with rotational symmetry around the x axis.
  • the thrust F generated by the thruster has a non-zero radial component in the plane of the sheet of the figure 3 , the vehicle will then be animated, under the effect of the thrust, by a gyration movement around an axis perpendicular to the plane of the sheet in the direction of the curved arrow representing the rotation of the vehicle.
  • the figure 3 if we had to represent the junction point between the axis of rotation of the vehicle perpendicular to the sheet and the plane of the sheet, it would be represented at the top right of the figure 3 outside the vehicle.
  • the flow generated by the upstream propeller (here the front propeller AV) at time t is directed towards the position of the center of the downstream propeller (here the rear propeller AR) at time t, that is to say if the main axis of the upstream flow generated by the upstream propeller (here the front propeller AV) includes the position of the center of the downstream propeller (here the rear propeller AR) at time t, this flow arrives at the downstream propeller off-center relative to the axis of rotation of the downstream propeller (here the rear propeller AR).
  • main axis of the flow generated by a propeller we mean the axis passing through the center of the propeller and whose direction is the direction of the flow generated by the propeller.
  • the direction of the main axis is defined relative to the body of the vehicle.
  • the center of a propeller is understood to mean a predetermined point of the propeller located on or substantially on the axis of rotation of the propeller and within the volume that the propeller can sweep during one revolution of the propeller blades around the axis of rotation of the propeller. This volume includes the axis of rotation of the propeller. This point is called the center of the propeller. It is, for example, a center of mass of the propeller.
  • the center of mass of a propeller can advantageously be defined as the center of mass of the blades.
  • the flow generated by the upstream propeller AM at time t is directed towards the position P occupied by the center of the downstream propeller at time t.
  • the position of the downstream propeller AVA when the flow from the upstream propeller reaches it is shown in dotted lines.
  • the two positions of the downstream propeller are connected by dotted arrows.
  • the flow generated by the upstream propeller AM is not rotationally symmetrical around the position of the axis of rotation of the downstream propeller x' at time t+dt. This has the effect of disturbing the angle of incidence of the blades of the downstream propeller for a given pitch angle.
  • the angle of incidence defines the orientation of the propellers relative to the liquid.
  • the navigation step comprises a step of stabilizing the vehicle according to the invention.
  • the thruster 3 is controlled so that the main axis of the upstream flow generated by the propeller called upstream AM at a given instant t is an estimated main axis xe (or estimated main axis xe) on which is assumed, that is to say estimated, to be located a position P' of the center of the downstream propeller AVA at a later instant t+dt at which the flow generated by the upstream propeller AM reaches the downstream propeller AVA.
  • the upstream propeller is controlled so that the upstream flow generated by the upstream propeller at time t is substantially centered on the center of the downstream propeller at the time at which the flow generated by the upstream propeller reaches the downstream propeller.
  • the main axis of the flow generated by the upstream propeller AM relative to the body of the vehicle, is defined so that the upstream flow generated by the upstream propeller AM continues to reach the downstream propeller substantially centered on the center of the downstream propeller AVA even when the vehicle is turning.
  • the main axis of the upstream flow generated by the upstream propeller AM at a given time t is defined to pass substantially through the center of the downstream propeller at time t+dt.
  • the method according to the invention may comprise a step of determining the axis estimated main axis.
  • this step is a step of estimating an axis on which the position P' of the center of the downstream propeller AVA is positioned at time t+dt.
  • the method then comprises a step of controlling the upstream propeller so that the main axis of the upstream flow generated by the so-called upstream propeller AM at a given time t is the estimated axis.
  • the estimated principal axis may depend on one or more of the quantities listed below. In other words, the estimated principal axis may be determined from one or more of these quantities. In other words, the axis along which the center of the downstream propeller is located at time t+dt may be estimated from one or more of these quantities. This is done during a step of determining the estimated axis.
  • the estimated main axis and more particularly the direction of the estimated axis relative to the upstream propeller advantageously depends on the rotational speed of the vehicle.
  • the estimated main axis passes through the center of the upstream propeller.
  • the axis along which the position of the downstream propeller is estimated to be at time t+dt passes through the upstream propeller.
  • the rotational speed of the vehicle is a rotational speed relative to a fixed reference frame, for example the liquid (outside the flow generated by the thruster) or the terrestrial reference frame.
  • the estimated main axis depends on a vehicle movement speed relative to a fixed reference frame along the movement axis.
  • the reference frame fixes, for example, the liquid in the vicinity of the vehicle outside the flow generated by the thruster or the terrestrial reference frame.
  • the estimated main axis depends on the flow generated by the upstream propeller.
  • the estimated main axis is determined from the rotational speed of the vehicle.
  • the estimated main axis is determined from a speed of the liquid carried by the flow generated by the upstream propeller, relative to the body of the vehicle.
  • the speed of the liquid carried by the flow relative to the body 2 depends on the flow generated by the upstream propeller and the speed of movement of the vehicle relative to the liquid.
  • the estimated principal axis is advantageously determined from the distance between the centers of the two helices.
  • the estimated main axis xe is determined from the vehicle rotational speed and the flow generated by the upstream propeller, relative to the vehicle body.
  • the direction of the flow generated by the upstream propeller AM, relative to the body of the vehicle is advantageously obtained from the rotational speed of the vehicle 1 possibly composed with its linear forward speed (phenomenon linked to a rotating reference frame integral with the vehicle called the Coriolis “force”) and possibly the value of the flow generated by the upstream propeller so that the upstream flow generated by the upstream propeller AM continues to reach the downstream propeller in a manner substantially centered on the center of the downstream propeller AVA even when the vehicle is turning.
  • FIG. 5 differs from the figure 4 in that the upstream flow generated by the upstream propeller AM is directed towards an estimated position P' of the center at a time t+dt where the flow generated by the upstream propeller AM has propagated to the downstream propeller AVA.
  • the main axis of the flow generated by the upstream propeller is an estimated main axis comprising the estimated position P'.
  • the blades of the downstream propeller AVA receiving the flow generated by the upstream propeller AM, sweep a homogeneous flow over their entire revolution around the axis of rotation of the downstream propeller, which makes it possible to control the trajectory of the vehicle, in particular when turning, with optimal efficiency at medium and high speed and above all without the appearance of thrust oscillations linked to the modulation of the angle of attack of the blades of the downstream propeller by the vorticity of the flow of the upstream propeller not centered on the center of the downstream propeller. Furthermore, this control method makes it possible to maneuver the device solely from the thruster.
  • water jets or control surfaces in addition to the propeller is not required, which is advantageous in terms of energy (low hydrodynamic drag), in terms of mass, in terms of simplicity, in terms of vehicle maneuverability regardless of the vehicle speed, even in reverse, and in terms of maneuver efficiency, even at high speed.
  • the propellers are driven as previously described with reference to figures 1 to 3 to obtain a desired translational movement along the x axis of movement and a desired rotational movement along an axis perpendicular to the axis of rotation.
  • the stabilization step is implemented while the thruster is piloted so that the upstream and downstream propellers generate flows oriented downstream along the axis of movement of the vehicle x.
  • the thruster can be controlled so that the flow generated by the downstream propeller is not rotationally symmetrical around the vehicle's axis of movement x so as to generate the axial thrust allowing the vehicle to rotate around a radial axis.
  • FIG. 6 differs from the figure 3 by the direction of the flow generated by the upstream propeller (here front propeller AV) at time t relative to the body of the vehicle.
  • This flow is directed along the estimated principal axis xe described previously.
  • the principal axis of this flow is the estimated principal axis.
  • the lines of the upstream flow generated by the upstream propeller (here the front propeller AV) at time t and propagating until time t+dt are represented on the figure 6 .
  • the estimated main axis xe and in particular the direction of the estimated main axis relative to the upstream propeller, is possibly defined from the rotation speed of the vehicle around at least one perpendicular axis and possibly from a liquid speed in the upstream flow generated by the upstream propeller relative to the body 2 of the vehicle 3.
  • the rotational speed of the vehicle is advantageously measured by means of at least one sensor.
  • the rotational speed can be obtained from at least one gyrometer on board the vehicle, for example in an inertial unit.
  • the speed of the liquid carried by the upstream flow relative to the body 2 of the vehicle 1 can be a three-dimensional speed or more simple a speed of the liquid relative to the vehicle along the reference axis.
  • This speed can be measured using at least one sensor.
  • this speed is measured using a sensor, for example a flow sensor, making it possible to measure the modulus of this speed and possibly an orientation of the liquid speed.
  • the liquid speed is an estimate of the speed of the liquid carried by the flow generated by the upstream propeller relative to the vehicle.
  • the estimated speed is, for example, determined from the rotation speed and cyclic and collective pitch angles of the upstream propeller and possibly the downstream propeller.
  • It can also be determined from the electrical or mechanical measurement of the engine torque applied by the upstream propeller and/or by the downstream propeller and/or by the thruster on the vehicle. Alternatively, it can be determined from a measurement of the vehicle's speed relative to the liquid along the axis of movement. Determining the speed by estimation is less precise but simpler to carry out and less expensive than direct measurement.
  • d is the distance between the centers of the two helices.
  • the thruster is therefore controlled so that the flow generated by the upstream propeller is directed in the estimated direction forming an angle substantially equal to the estimated angle ⁇ ' with the x axis instead of directing this flow along the x axis.
  • the thruster is controlled so as to correct, at time t, the direction of the main axis of the flow generated by the upstream propeller relative to the direction connecting the centers of the two propellers so that the main axis is directed in the estimated direction.
  • the thruster is controlled so that the flow generated by the upstream propeller at time t is directed towards the position of the center of the downstream propeller at time t.
  • the estimated main axis is determined from a distance separating the downstream propeller from the axis of rotation of the vehicle around which the vehicle rotates.
  • the distance separating the downstream propeller from the axis of rotation is for example the distance between the center of the downstream propeller and the axis of rotation of the vehicle along an axis perpendicular to the axis of rotation of the vehicle.
  • the estimated main axis (in particular the direction of this axis) also depends on or is determined from an acceleration of the vehicle relative to the water. This improves control of the vehicle's trajectory.
  • This acceleration can be obtained from one or more accelerometers on board the vehicle.
  • the estimated main axis can be determined from the linear acceleration of the vehicle (along the x axis linked to the vehicle) and/or from the radial acceleration (perpendicular to the axis) of the vehicle. These measurements modify the value of the speed Vf and the rotation speed ⁇ respectively.
  • the stabilization step is implemented when the modulus of the vehicle speed in the axial direction is greater than a predetermined non-zero threshold. Another control method can then be used to control the vehicle when the modulus of the vehicle speed in the axial direction is less than the threshold in order to allow better maneuverability of the vehicle at low speed.
  • the stabilization step is further advantageously carried out from the distance separating the centers of the two helices.
  • the determination step advantageously uses this distance.
  • the estimated axis is determined from the determined values and possibly from the distance separating the centers of the two helices.
  • This pair of steps is advantageously implemented at regular time intervals.
  • the time interval is for example between 1s and 5s. It can depend on the linear speed of the vehicle. It can be determined from a desired stability for the vehicle. Alternatively, the stabilization step comprises the pair of steps implemented at least once.
  • This embodiment makes it possible to correct the direction of the flow generated by the upstream propeller regularly at predetermined time intervals so as to prevent the vehicle from deviating from the trajectory that one wishes to impose on it. Only rapid maneuvers carried out over a duration shorter than the chosen time interval will not be able to benefit from this correction.
  • the stabilization step and/or the pair of steps is implemented when the linear speed of the vehicle along the axis of movement is greater than the predetermined threshold.
  • the stabilization step or the pair of steps is not implemented when the rotational speed of the vehicle exceeds a predetermined rotational speed threshold.
  • This threshold is at least equal to the rotational speed threshold at which the flow from the upstream propeller cannot reach the downstream propeller, i.e. the processing time of the flow generated between the propeller upstream and downstream propeller is greater than the displacement time of the downstream propeller.
  • the stabilization step is implemented as long as the rotation speed is less than or equal to the threshold.
  • the stabilization step is implemented or the pair of steps is re-implemented at predetermined time intervals.
  • the step of determining the rotational speed of the vehicle comprises a step of measuring the rotational speed of the vehicle.
  • the step of determining the speed of the liquid carried by the upstream flow generated by the upstream propeller, relative to the body of the vehicle comprises for example a step of measuring the speed of the liquid in the upstream flow relative to the vehicle or a step of measuring at least one quantity and/or a step of determining this speed from the quantity (or quantities) and/or from the value of at least one current parameter.
  • the speed of the liquid is determined from the cyclic and collective pitches of the blades of the upstream propeller and the current rotational speed of the upstream propeller and possibly the cyclic and collective pitches of the blades of the downstream propeller and the current rotational speed of the downstream propeller. These data are parameters.
  • the determination step is carried out from a measuring device comprising the required sensor(s) and/or from the control member.
  • the stabilization step includes a step of determining the estimated main axis of the flow generated by the upstream propeller from the value(s) determined during the determination step. This step is carried out from the control unit.
  • the stabilization step at time t is advantageously carried out from the main axis of the flow generated by the upstream propeller during the implementation of the previous configuration step.
  • the stabilization step further comprises a step of determining the configuration of the thruster so that the upstream propeller generates an upstream flow whose main axis is the estimated main axis and a step of adjusting the thruster according to this configuration.
  • This adjustment step is carried out by means of an actuating device or actuator.
  • the thruster control step is advantageously a propeller or upstream propeller control step.
  • the vehicle comprises a control device comprising an actuating device comprising at least one actuator for controlling the collective pitch and the cyclic pitch of each of the propellers.
  • actuating device comprising at least one actuator for controlling the collective pitch and the cyclic pitch of each of the propellers.
  • This is for example a magnetic device or a motorized device for adjusting the cyclic and collective pitches.
  • this device comprises cyclic and collective plates. The configuration obtained comprises a collective pitch, a cyclic pitch and possibly a rotation speed of the upstream propeller or the variation of one or more of these parameters to be applied to the propeller between time t and time t+dt.
  • the configuration includes the orientation of the axis of the upstream propeller.
  • the orientation of the upstream propeller is adjusted to obtain the desired configuration.
  • the thrust generated by the thruster may also include non-zero axial thrust.
  • the thrust angle ⁇ is different from the cyclic angle of the downstream propeller.
  • the radial thrust generated by the downstream propeller is directed in a radial direction dr forming, around the reference axis, an angle called cyclic phase ⁇ with the direction dc according to which the cyclic pitch angle of the downstream propeller.
  • This cyclic phase ⁇ is, by symmetry, independent of the direction of the radial thrust generated by the propeller.
  • the cyclic pitch of the downstream propeller is non-neutral.
  • the cyclic phase ⁇ is advantageously determined during a prior calibration step.
  • This calibration step comprises a measurement step comprising a first step of measuring forces and torques exerted by the vehicle on a test bench secured to the vehicle for several cyclic pitches of one or more propellers and/or a second step of measuring the direction of movement of the vehicle immersed in the liquid in a clear zone for several cyclic pitches of one or more propellers by means of gyrometers and accelerometers of the direction of movement of the underwater vehicle as a function of the cyclic pitch of the propellers.
  • the calibration step further comprises a step of calculating the cyclic phase from measurements made during the measurement step.
  • the invention also relates to a marine vehicle 2 as described previously comprising a propulsion system 63.
  • the propulsion system 63 comprises a control device 62 capable of controlling the thruster 3 and configured to be able to implement the method according to the invention as well as the thruster 3.
  • the invention also relates to the propulsion system and to the control device.
  • the control device 62 comprises a control member 60 which, receiving an instruction for implementing the stabilization step, is configured to calculate a stabilization configuration in which the thruster must be placed so that the main axis of the upstream flow is directed along the estimated main axis, possibly from at least one quantity cited previously such as for example required speeds, and an actuation device or actuator 61 configured to control the thruster so as to configure the thruster according to said configuration.
  • the controller 60 may be implemented by means of software and/or hardware technology.
  • the controller 60 comprises, for example, a programmable logic component or a processor and an associated memory containing a program configured to determine the configuration.
  • the processor and the memory may be grouped within a single component often called a microcontroller.
  • the actuator may comprise cylinders, for example electric or hydraulic, or a motor actuating cables or chains and making it possible to move the point on which they apply their force, or even in rack principle.
  • the actuator is configured to tilt and/or move the swashplates and collective plates.
  • the piloting or control device 62 is configured, when it receives a navigation instruction comprising a thrust or a thrust direction to be applied by the thruster to the marine vehicle to implement the navigation step according to the invention, so that the downstream propeller generates the thrust in the desired direction and so that the two propellers generate flows in the downstream direction.
  • the piloting step comprises a step of adjusting the two propellers.
  • Instructions can be generated on board the vehicle (autonomous vehicle) or outside the vehicle (remotely controlled vehicle).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (18)

  1. Steuerverfahren eines Triebwerks eines Wasserfahrzeugs (1), das einen Körper (2) und ein Vektortriebwerk (3), das auf dem Körper (2) des Fahrzeugs (1) montiert ist, umfasst, wobei das Fahrzeug (1) mindestens teilweise in eine Flüssigkeit eingetaucht ist und sich in Bezug auf die Flüssigkeit entlang einer Bewegungsachse (x) in einer Bewegungsrichtung bewegt und sich um mindestens eine Rotationsachse senkrecht zu der Bewegungsachse (x) mit einer Drehzahl dreht, wobei das Vektortriebwerk (3) eine stromaufwärtige Schraube (AM) und eine stromabwärtige Schraube (AVA) entlang der Bewegungsachse in der Bewegungsrichtung umfasst, dadurch gekennzeichnet, dass das Verfahren einen Stabilisierungsschritt umfasst, bei dem das Triebwerk in Kurven derart gesteuert wird, dass die Hauptachse des stromaufwärtigen Stroms, der von der stromaufwärtigen Schraube (AM) erzeugt wird, in einem gegebenen Augenblick t eine geschätzte Hauptachse (xe) ist, auf der sich schätzungsweise eine Position (P) einer Mitte der stromabwärtigen Schraube (AVA) befindet, die im Wesentlichen auf der Rotationsachse der stromabwärtigen Schraube (AVA) in einem späteren Augenblick t+dt liegt, in dem der von der stromaufwärtigen Schraube (AM) erzeugte Strom zum gegebenen Augenblick t die stromabwärtige Schraube (AVA) erreicht.
  2. Steuerverfahren nach Anspruch 1, wobei die geschätzte Hauptachse (xe) von der Drehzahl des Fahrzeugs abhängt.
  3. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei die geschätzte Achse von einer Bewegungsgeschwindigkeit des Fahrzeugs in Bezug auf die Flüssigkeit entlang der Bewegungsachse abhängt.
  4. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei die geschätzte Hauptachse ausgehend von der Drehzahl des Fahrzeugs und ausgehend von einer Geschwindigkeit der Flüssigkeit bestimmt wird, die von dem Strom, der von der stromaufwärtigen Schraube erzeugt wird, in Bezug auf den Körper des Fahrzeugs mitgerissen wird.
  5. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei die geschätzte Hauptachse (xe) ausgehend von der Distanz bestimmt wird, die die Mitten der beiden Schrauben trennt.
  6. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei die geschätzte Hauptachse (xe) ausgehend von der Beschleunigung des Fahrzeugs (1) entlang der Bewegungsachse (x) bestimmt wird.
  7. Steuerverfahren nach einem der vorhergehenden Ansprüche, das das folgende Schrittepaar umfasst, das in vorbestimmten Zeitintervallen umgesetzt wird:
    - einen Bestimmungsschritt, der einen Bestimmungsschritt der Drehzahl des Fahrzeugs (1) umfasst,
    - den Stabilisierungsschritt ausgehend von dem bei dem Bestimmungsschritt bestimmten Wert.
  8. Steuerverfahren nach dem vorhergehenden Anspruch, wobei der Bestimmungsschritt einen Bestimmungsschritt der Strömungsgeschwindigkeit der Flüssigkeit umfasst, die von dem stromaufwärtigen Strom, der von der stromaufwärtigen Schraube erzeugt wird, in Bezug auf den Körper des Fahrzeugs mitgerissen wird.
  9. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei bei dem Stabilisierungsschritt das Triebwerk derart gesteuert wird, dass jede der beiden Schrauben einen stromabwärts gerichteten Strom erzeugt.
  10. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei das Triebwerk zwei gegenläufige Schrauben mit zyklischen und kollektiven variablen Steigungen umfasst.
  11. Steuerverfahren nach dem vorhergehenden Anspruch, wobei die Rotationsachsen der beiden Schrauben im Wesentlichen zusammenfallen.
  12. Steuerverfahren nach einem der vorhergehenden Ansprüche, wobei bei dem Stabilisierungsschritt, damit das Triebwerk einen radialen Schub derart ausübt, dass das Fahrzeug um eine Achse senkrecht zu der Bewegungsachse (x) in Drehung versetzt wird, das Triebwerk (3) derart gesteuert wird, dass die stromabwärtige Schraube (AVA) einen Strom erzeugt, der um die Bewegungsachse (x) nicht rotationssymmetrisch ist.
  13. Steuerverfahren nach dem vorhergehenden Anspruch, wobei, damit das Triebwerk einen Schub erzeugt, der eine radiale Komponente aufweist, die in einer Richtung dr wirkt, die um die Rotationsachse der stromabwärtigen Schraube einen ersten Winkel α zu einer Bezugsrichtung bildet, das Triebwerk derart gesteuert wird, dass die stromabwärtige Schraube (AVA) eine zyklische Steigung aufweist, die einen zyklischen Winkel θ umfasst, der von der folgenden Formel gegeben wird: θ = α − φ worin die zyklische Phase φ der Winkel ist, der um die Rotationsachse der stromabwärtigen Schraube (x) zwischen dem Schub, der von der stromabwärtigen Schraube erzeugt wird, und dem zyklischen Winkel der stromabwärtigen Schraube gebildet wird, wobei der zyklische Winkel einer Schraube der Winkel ist, der um die Rotationsachse der stromabwärtigen Schraube (x) zwischen der Richtung, in der der zyklische Anstellwinkel der Schraube maximal ist, und der Bezugsrichtung gebildet wird.
  14. Steuerverfahren nach dem vorhergehenden Anspruch, wobei die zyklische Phase in einer Kalibrierungsphase bestimmt wird.
  15. Steuervorrichtung, die es erlaubt, ein Vektortriebwerk (3) zu steuern, das eine stromaufwärtige Schraube (AM) und eine stromabwärtige Schraube (AVA), die gegenläufig sind, mit variablen Steigungen und variablen zyklischen Steigungen umfasst, entlang einer Bewegungsachse in einer Bewegungsrichtung, wobei die Steuervorrichtung dazu geeignet ist, das Verfahren nach einem der vorhergehenden Ansprüche umzusetzen, wobei die Steuervorrichtung eine Befehlseinheit, die dazu konfiguriert ist, die geschätzte Hauptachse bei dem Stabilisierungsschritt zu bestimmen, und eine Betätigungsvorrichtung umfasst, die dazu konfiguriert ist, die stromaufwärtige Schraube (AM) derart zu betätigen, dass die Hauptachse des stromaufwärtigen Stroms, der von der stromaufwärtigen Schraube (AM) in einem Augenblick (t) erzeugt wird, die geschätzte Hauptachse (xe) ist.
  16. Antriebssystem, das die Steuervorrichtung nach dem vorhergehenden Anspruch und ein Vektortriebwerk (3) umfasst, das eine stromaufwärtige Schraube (AM) und eine stromabwärtige Schraube (AVA), die gegenläufig sind, mit variablen Steigungen und variablen zyklischen Steigungen entlang einer Bewegungsachse in einer Bewegungsrichtung umfasst.
  17. Wasserfahrzeug (1), das eine Steuervorrichtung nach Anspruch 15, einen Körper (2) und ein Vektortriebwerk (3), das auf den Körper (2) montiert ist, umfasst, wobei das Vektortriebwerk (3) eine stromaufwärtige Schraube (AM) und eine stromabwärtige Schraube (AVA), die gegenläufig sind, mit variablen Steigungen und variablen zyklischen Steigungen entlang einer Bewegungsachse in einer Bewegungsrichtung umfasst.
  18. Wasserfahrzeug nach dem vorhergehenden Anspruch, wobei die geschätzte Hauptachse ausgehend von der Drehzahl des Fahrzeugs und von der Geschwindigkeit der Flüssigkeit bestimmt wird, die von dem Strom, der von der stromaufwärtigen Schraube erzeugt wird, in Bezug auf den Körper (2) des Fahrzeugs (1) mitgerissen wird.
EP16816313.7A 2015-12-23 2016-12-22 Verfahren zur steuerung des strahlruders eines wasserfahrzeugs Active EP3393902B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1502682A FR3046131B1 (fr) 2015-12-23 2015-12-23 Procede de pilotage d'un propulseur d'un vehicule marin
PCT/EP2016/082506 WO2017109149A1 (fr) 2015-12-23 2016-12-22 Procede de pilotage d'un propulseur d'un vehicule marin

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EP3393902A1 EP3393902A1 (de) 2018-10-31
EP3393902C0 EP3393902C0 (de) 2025-09-17
EP3393902B1 true EP3393902B1 (de) 2025-09-17

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US (1) US10589830B2 (de)
EP (1) EP3393902B1 (de)
AU (1) AU2016375036B2 (de)
CA (1) CA3009546C (de)
FR (1) FR3046131B1 (de)
SG (1) SG11201805436XA (de)
WO (1) WO2017109149A1 (de)

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Publication number Priority date Publication date Assignee Title
FR3075162B1 (fr) * 2017-12-19 2020-09-25 Thales Sa Vehicule apte a etre immerge comprenant un mat
CN121106653A (zh) * 2020-06-11 2025-12-12 Abb瑞士股份有限公司 水上交通工具的推进系统的控制方法及推进系统

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2727485A (en) * 1954-08-16 1955-12-20 Herbert M Combs Submarine type sea train
US3131066A (en) * 1961-01-13 1964-04-28 Albert D Mitzelfelt Method of preparing a filled meat product
US3130066A (en) * 1961-10-09 1964-04-21 Ransburg Electro Coating Corp Electro spray apparatus and method
US3703211A (en) * 1970-12-31 1972-11-21 Us Navy Propeller with after-collision propulsion capability
US4648345A (en) * 1985-09-10 1987-03-10 Ametek, Inc. Propeller system with electronically controlled cyclic and collective blade pitch
US9022738B1 (en) * 2011-12-23 2015-05-05 The United States Of America As Represented By The Secretary Of The Navy Marine propulsion-and-control system implementing articulated variable-pitch propellers
US8783202B1 (en) * 2012-07-25 2014-07-22 The United States Of America As Represented By The Secretary Of The Navy Subsurface oscillating blade propellor
US8919274B1 (en) * 2013-05-21 2014-12-30 The United States Of America As Represented By The Secretary Of The Navy Submersible vehicle with high maneuvering cyclic-pitch postswirl propulsors

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US20190009872A1 (en) 2019-01-10
AU2016375036B2 (en) 2021-08-05
WO2017109149A1 (fr) 2017-06-29
CA3009546C (en) 2022-03-15
AU2016375036A1 (en) 2018-07-26
FR3046131B1 (fr) 2018-01-26
CA3009546A1 (en) 2017-06-29
FR3046131A1 (fr) 2017-06-30
SG11201805436XA (en) 2018-07-30
EP3393902A1 (de) 2018-10-31
EP3393902C0 (de) 2025-09-17
US10589830B2 (en) 2020-03-17

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