WO2016175699A1 - Système de commande de bateau à moteur - Google Patents

Système de commande de bateau à moteur Download PDF

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Publication number
WO2016175699A1
WO2016175699A1 PCT/SE2016/050364 SE2016050364W WO2016175699A1 WO 2016175699 A1 WO2016175699 A1 WO 2016175699A1 SE 2016050364 W SE2016050364 W SE 2016050364W WO 2016175699 A1 WO2016175699 A1 WO 2016175699A1
Authority
WO
WIPO (PCT)
Prior art keywords
control system
steering
handlebar
control
speed
Prior art date
Application number
PCT/SE2016/050364
Other languages
English (en)
Inventor
Johan Ullman
Original Assignee
Johan Ullman
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
Priority claimed from SE1530123A external-priority patent/SE1530123A1/sv
Application filed by Johan Ullman filed Critical Johan Ullman
Priority to US15/570,333 priority Critical patent/US20180141632A1/en
Priority to EP16786853.8A priority patent/EP3288826A4/fr
Publication of WO2016175699A1 publication Critical patent/WO2016175699A1/fr

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Classifications

    • 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
    • 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
    • B63H25/24—Transmitting of movement of initiating means to steering engine by electrical means
    • 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
    • B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means

Definitions

  • the present invention concerns a system to control and steer motor-boats .
  • the invention meets these requirements .
  • control system having a turnable handlebar instead of a handwheel, which has come to use within, among others, The Swedish Coast Guard and The Swedish Society for the Saving of
  • Handlebar is also the prevalent method for the steering of jet-skis. These systems are constructed with direct acting mechanical steering, which works since jet-skis use smaller motors and smaller water- jet units than boats. Thus, these require less power in steering .
  • US 2008/0096445 Al discloses a jet-ski having regulators (42-44) for control actuation coupled to a handlebar (11) and the steering shaft (41) thereof but lacks regulators on the proper handlebar.
  • the object of the invention is to provide a control system that affords maximum safety and precision also under the impact of such significant motion stresses that boats are subjected to at high speed in high sea.
  • a further object of the invention is to provide a control system that affords maximum options to use hands and arms to control the position and balance of the body also under significant motion stresses.
  • a further object of the invention is to provide a control system that affords maximum tactile feedback, for the balance system of the body to obtain information about the movements of the boat in all planes.
  • a further object of the invention is to provide a control system, which is as intuitive as
  • a further object of the invention is to provide a control system that affords maximum options to simultaneously control course, speed, travel state as well as clearly be able to sense and thereby compensate for sea- induced boat movements, pitch, roll, and heave.
  • a further object of the invention is to provide a control system that affords maximum option to select the optimum way through high waves and
  • the rotational speed should be individually regulatable on the respective power train or both synchronously.
  • a further object of the invention is to provide a control system that affords maximum option to control both single and multiple power trains of different types, such as outboard motors, inboard motors having S- drives, water-jet, surface-piercing drives, or straight shafts .
  • a further object of the invention is to provide a control system that affords maximum option to be able to control how a boat is landing in the sea after a passage through the air.
  • a further object of the invention is to provide a control system that affords maximum option to be able to control angle of bank, i.e., how much the boat is leaning inward in a turn, at different speeds.
  • a further object of the invention is to provide a control system that affords an option to vary the relation between the angle position of the handlebar and the steering deflection of rudders, drives, or
  • the sensitivity of the handlebar is smaller at high speed than at low speed, such as upon landing. It is also an advantage functionally if the system has higher sensitivity upon large rudder deflections than upon deflection near midship rudder. That is, that the same deflection of the handlebar gives smaller effect to actual steering deflection
  • an adaptation can take place so that the sensation of the handlebar becomes intuitive. That is, the faster it is learnt how the boat reacts to different control commands at different speeds.
  • a plurality of preprogrammed relation curves can be afforded and selected between by the interface of a display, which may be integrated in the steering case.
  • a steering damper which is electronically coupled to the control unit of the boat and by, e.g., a flow control valve adapting the turning resistance to the speed of the boat or the rotational speed of the motor.
  • a hydraulic concentric steering damper may be made with so small dimensions that it can be housed within the existing fastening device of the handlebar.
  • a hydraulic steering damper has the property that it easily can be formed so that the turning resistance increases with the turning speed .
  • a further object of the invention is to provide a control system that affords an option to control all functions being critical in high-speed navigation, which can be formed so that its position in relation to dashboard and driver's seat can be adjusted. This is in order to be able to vary and optimize posture for persons of different size.
  • the location of the handlebar may be adjusted in several ways, e.g. by it being fastened to a rail system, or by the steering shaft being possible to be shortened, lengthened, or angled.
  • the Invention is Provided by:
  • the invention is provided by a combination of a handlebar equipped with control members for throttle, gear changing, trim position, location of water- jet buckets or bank angle of propeller blades, in such a way that steering angle of rudders, drive or water-jet nozzles is determined by the steering deflection of the proper handlebar.
  • the steering shaft is connected to an optical or electronic angle sensor/angle decoder, which can give electronic information about the angle position of the handlebar.
  • This information is entered into a processor of the same or the like kind as those used for joystick control, for instance with Volvo's IPC system.
  • This processor is programmed to give suitable relations between the angular deflections of handlebar and rudders, drives, or nozzles, respectively.
  • the physical steering deflection of the handlebar can be controlled, so that it, e.g., upon mooring is possible to turn the same more than in driving at speed.
  • This may be provided electronically by so-called force feedback, which lets an electronic control unit control the allowable range of the turning motion .
  • a boat is equipped with one or several power trains consisting of inboard motors as well as S-drives constructed to be electronically controllable by joystick.
  • a handlebar is fitted with a steering shaft, which traverses the
  • the handlebar consists of a box or a "steering case" connected to the steering shaft .
  • the steering case has two cylindrical handles, which protrude one in each direction and which can be rotated on their own axes. The inertia of said handles can be adjusted mechanically or
  • these handles are connected to angle decoders, for instance potentiometers or Hall sensors.
  • control members are placed, e.g. toggle switches, which control the gear changing of the respective motor/drive.
  • the angle decoders and the power switches are electrically connected, using cables that suitably are drawn through the steering shaft and connected to the central control unit, e.g., a Volvo HCU unit.
  • control members are placed, e.g. toggle switches, or push buttons, which control trim interceptors. These are connected to the control unit for interceptors, e.g.
  • Humphree interceptor systems which can be programmed to compensate for undesired movements induced by heave of the sea and the run of the boat through the waves.
  • a special function allowed by this system is "impulse actuation" of interceptors, which means that these can be preprogrammed to, if required, afford an instantaneous actuation, in order to instantaneously press down the stem of the boat and that the control system is equipped with particular regulators, e.g. push buttons, which are activated by the thumb or thumbs, with a retained grip of the steering handles .
  • the function may be programmed so that the impulse actuation only gives the extra power for a predetermined time of some second, alternatively increases as long as the button is pressed in and after that returns to the same state as before, or turns to being controlled by the automatic interceptor system .
  • control panel having an LCD screen and control members in order to be able to select between single handle mode and dual handle mode, i.e., between controlling one power train with each handle and controlling both power trains by one handle, respectively.
  • single handle mode also the gear changing of both power trains and the
  • interceptors of both sides are controlled from the control member of one side.
  • single handle mode there may also be the option to electronically or mechanically lock the handle that does not control the power trains, so that that handle is prevented from rotating.
  • the central control unit is also connected to The central control unit.
  • a boat is equipped with one or several power trains
  • control system consisting of inboard motors as well as water- jet units constructed to be electronically controllable by joystick.
  • the control system is constructed in the same way as in the first embodiment example, with the
  • the handlebar is provided with control members for the buckets of the water- jet unit.
  • control members may be made in several ways, for instance by toggle switches, slide controls, or by twist grips.
  • a twist grip may be formed as a ring, concentric with the twist grip for the throttle control. Furthermore, this is placed inside it so that it is close at hand with a retained grip of the handles.
  • the buckets are used to reverse the jet stream propelling the boat ahead.
  • the nozzles can be laterally turned to diverge the water flow laterally and thereby provide steering.
  • adjusting devices may be used and one or more control units be
  • a boat is equipped with two power trains consisting of outboard motors, constructed to be electronically
  • controllable e.g. by joystick.
  • the rest of the system works as described in the first embodiment example.
  • the trim function will usually be handled by so-called power trim, which means that the entire motor is tilted outward or inward, to control the direction of the thrust force and thereby the travel state of the boat .
  • the regulators for power trim are applied in the same way as the
  • interceptors are used.
  • the gear changing is made by the throttle twist-grips, in such a way that when these have been twisted to idle, continued twisting entails engaging of neutral position, and further twisting entails engaging reverse gear position, and continued twisting increases the throttle in reverse gear position.
  • the degrees may as an example be as follows:
  • this function it is important to eliminate the risk of unintentional engaging of gear.
  • This may be provided, e.g., in an electronic way, by the fact that the control system does not allow that a gear is engaged without the motor speed having dropped to idle, but also by a mechanical top dead centre and a mechanical or electronic regulator in the form of a push button, which has to be activated in order for the gear to be possible to be disengaged or engaged.
  • this electronic protective function is designed so that the gear position most recently used can be activated again, without extra activation measures.
  • the speed may easily be regulated and fine-adjusted with a retained grip of the handlebar, also at very low speed, provided that a gear selector is placed as has been described, i.e., within reach for the thumb and that no stop needs to be
  • the joystick may be placed on the steering case and possibly be combined with a separate throttle control which also may be placed on the steering case.
  • a display e.g. a LCD display, which displays how the command given by the joystick moves or turns the boat .
  • Such a display may be used to display direction of motion and/or direction of rotation when these have been induced by steering with the handlebar and use of throttle and gear controls as in the above- mentioned embodiment examples .
  • This display may also have a touch function or soft touch function having surrounding buttons, for manoeuvring the boat in the desired direction in the horizontal plane.
  • Such a display may be used to clearly mark how the gears of the respective power train are engaged and if single or dual mode is active. This may, e.g., be made by, in single mode, i.e., when both power trains are operated parallel one hand, a wider arrow in the middle of the display having a green front part with a forward arrow, which is highlighted when forward gear is engaged, a central yellow part, which is highlighted when neutral position is engaged, as well as a rear red part having an arrow backward, which is highlighted when reverse gear is engaged.
  • the display instead shows two, possibly narrower, parallel double arrows having the same colour coding and functions for each power train
  • the driver does not always know which gear position that is engaged. That cannot be interpreted from the movements of the boat due to the laws of inertia, which makes that the boat can continue its present state of motion also after the gear position has been changed.
  • the function also decreases the learning time.
  • the display may also be used to indicate the position of water- jet buckets, wherein a visible indicator may indicate the bucket position by successively being moved in the
  • the same system may be configured to control single power trains. Then, the following configurations are suitable:
  • the rotational speed is suitably controlled by a throttle twist-grip for the right hand.
  • the gear changing may then either be made by a twist shifter on the left side or by push buttons on the left or right side of the steering case.
  • a handle should be supplemented with a control member, e.g., in the form of a push button, which has to be activated before a gear is engaged from the neutral position.
  • a control member e.g., in the form of a push button
  • This function may also be replaced by the electronics being programmed to prevent gear from being engaged at a higher rotational speed than idle .
  • the rotational speed is suitably controlled by a throttle twist-grip for the right hand.
  • the regulation of the bucket should then be carried out using a twist shifter on the left side but may also be carried out by push buttons on the left or right side of the steering case.
  • the rotational speed is suitably controlled by a throttle twist-grip for the right hand and the gear changing may then be made either by a twist shifter on the left side or by push buttons on the left or right side of the steering case.
  • control system may be constructed so that the entire unit is possible to adjust in a mechanism allowing it to be moved/tilted forward/backward and upward/downward, respectively.
  • the control system may be arranged in a box that is fitted on said shaft and can be tilted forward and backward.
  • a chase is made in which the box fits, which is dimensioned so that the box can bear against the edges of the chase and be allowed to be tilted forward and backward.
  • the device is provided with holes and pins or lockable gas springs or actuators for the fixation in the longitudinal direction or angle.
  • the box may be fitted on guides or rail systems .
  • a further embodiment lacks steering shaft.
  • the handles are instead attached in separate fastening devices but electronically linked together in such a way that they cannot be moved separately but only by they actively being moved in different directions.
  • the sensation can be simulated to become the same as if they were mechanically linked together.
  • the application for this solution is cockpits where the space is limited or where it is desired to drive a boat sitting in a shock mitigation driver's seat having a long suspension travel, wherein the system can be fitted on the seat with the controls adjacent to arm rest so that the arms do not need to compensate for the vertical movements.
  • the system may suitably be formed so that both handles have to be pressed, one forward and the other backward, for the steering to be activated. This is in order to avoid non- intentional activation.
  • the throttle twist-grips may be split in such a way that a part of one or of each handle is fixedly attached in relation to the handlebar. The driver may hold on to this fixed part without it moving, while the driver
  • the handlebar may be formed with control member to activate slip friction clutch.
  • the slip friction clutch affords a lower
  • the slip friction clutch makes that the power transmission of the motor to the power train can be regulated so that only a share is transmitted and this share can be gradually regulated.
  • Prior art exist to make this and the control of the gradual slipping may be made by particular control members of the handlebar, or by the fact that a first smaller sector of the twist motion for increasing throttle does not increase the rotational speed but gradually transmits increasingly of the power of the motor to the power train so that output rotational speed successively increases.
  • Said slip friction clutch should normally be possible to be used both in forward and reverse gear position, which facilitates precision manoeuvring upon landing, boarding, and sea rescue.
  • twist throttle grips so that their twist position is tactilely and/or visually identifiable.
  • This may be provided, e.g., by the grip being formed so that it is not entirely cylindrical, but that a part of the cylinder surface either is chamfered off to become more plane or is given a bulging, which deviations should need to be at least 1 and probably more than 3 mm, to become sufficiently distinct so that their positions could be sensed by the hand.
  • These deviations may naturally be formed in miscellaneous ways. It may also be suitable that the attachment of the handles is formed with click
  • Fig. 1 shows a control system configured for double power trains with S-drive.
  • Fig. 2 shows a control system configured for double power trains with water-jet.
  • Fig. 3 shows a control system configured for double power trains with outboard motors.
  • Fig. 4 shows a control system configured for single power train with S-drive.
  • Fig. 5 shows a control system configured for single power train with water-jet.
  • Fig. 6 shows a control system configured for single power train with outboard motor.
  • Fig. 7 shows a control system configured for single power train with water-jet and push-pull cable for controlling nozzle .
  • Fig. 8 shows a control system constructed to be position adjusted in relation to the dashboard.
  • Fig. 9 shows a control system formed with a display, which clearly shows which gear position that is selected on the respective power train alternatives for both together and which also can display if single or dual mode is active.
  • Fig. 10 shows a control system formed with a joystick integrated in the steering case.
  • Fig. 11 shows a control system formed with a special control member to activate interceptor impulse.
  • Fig. 12 shows a control system formed with split twist grips for controlling different functions, e.g., water-jet bucket and throttle or trim position and throttle.
  • a control system is shown configured for double outboard motors .
  • a control system configured for double power trains with water-jet, wherein the rings 12 ; 13 are control members for water-jet buckets.
  • a control system is shown configured for single power train with S-drive, wherein the gear selector 14 is three buttons on the left side of the steering case
  • a control system configured for single power train with water-jet, wherein the bucket is
  • a control system is shown configured for single power train with outboard motor, wherein the gear changing is controlled by a twist shifter 16 on the left side
  • a control system is shown configured for single an outboard motor and push-pull cable 17 for steering.
  • a control system is shown configured and constructed to be position adjusted in relation to the dashboard, wherein a shaft 18 carries the weight of the system and pins 19 lock it in position.
  • a control system is shown formed with a display 20 that shows which gear position that is selected on the respective power train alternatively for both together and which also can display if single or dual mode is active.
  • a control system is shown formed with a joystick 21 integrated in the steering case.
  • a control system is shown formed with a special control member 22 to activate interceptor impulse.
  • a handle is shown where one part can control, e.g., a potentiometer and the other part can control another potentiometer upon use of, e.g., double water- j ets .
  • a motor-boat control system is formed wherein the steering of the boat is controlled by a turnable handlebar 23 having two handles 2, 3, at least one of which can be twisted to control speed/motor speed.
  • the turning motion of the handlebar as well as commands for rotational speed control and gear changing is decoded electronically/digitally and an electronic/digital processor controls the members that activate the steering deflection of the power trains.
  • actuation of the boat and/or the motor/motors thereof are carried by said handlebar 23 and/or by a steering case 1 for said handlebar 23 and the handles 2A, 3A are formed split, so that the outer or the inner part 3A, 3B can be twisted and coupled to twist position decoders 23A, 23B while the other part is fixed and does not rotate on its own axis, or are formed split, so that the outer and the inner, respectively, part 3A and 3B, respectively, can be twisted individually and be coupled to twist position decoders 23A, 23B for controlling different functions, such as throttle, location of water-jet bucket, trim position, trim interceptors, etc.
  • the handles 2A, 3B are formed with
  • single handle mode is stopped from rotating, and the steering deflection is progressive in relation to the steering deflection of the handlebar 23, and preferably adapted so that the sensitivity decreases at higher speed.
  • the steering deflection is progressive in relation to the steering deflection of the handlebar and adapted so that the sensitivity decreases upon steering positions near midship rudder and increases upon greater rudder angles.
  • interceptors Members for controlling interceptors are placed so that they can be activated with a retained grip around the steering handles 2, 3 and that special members for the activation of impulse action of interceptors have been placed where they can be activated with a retained grip around the steering handles 2, 3.
  • the handles 2, 3 are attached in separate fastening devices but electronically linked together so that they are immovable separately and only can be moved in different directions.
  • the steering case 1 is formed so it can accommodate the entire electronic unit that handles the signal conversion for all functions controlled from the handlebar 23 so that all signals can be transmitted in a limited number of cables, e.g., by utilizing CAN bus.
  • the steering case 1 is formed so that it also contains the steering decoder, whereby a steering shaft 4 can be fitted in place in a dashboard or on a console so that the turning motion takes place inside the proper handlebar 23.
  • Effective damping is achieved by the steering case 1 being formed with concentric hydraulic steering damper, which damps the speed of the steering deflection and makes the turning resistance speed
  • the steering case 1 may be formed with electronic steering damper, which damps the speed of the steering deflection.
  • Control members are arranged to select between controlling one power train by each hand or several power trains by one hand. Furthermore, members are arranged so that gear position can be selected using the same twist grips 2, 3 that control the rotational speed by the fact that twisting in one direction, past a certain angle, engages a forward gear and continued twisting successively increases the rotational speed, as well as that twisting past a certain angle in the opposite direction engages a rear gear and then successively increases the rotational speed, as well as a position with angles between said angles for forward gear and rear gear corresponds to neutral position.
  • Unintentional gear changing is arranged to be prevented by a mechanical stop, which is arranged to be manually released, alternatively against a waiting time in a control system, engaging of driving mode being arranged to only be possible to be carried out at idle speed.
  • Control system is combined with a
  • the steering case 1 is provided with a control panel having monitor and buttons to select different modes, such as single or dual mode, different progressiveness curves for the steering, and limitation of activation of the control system when several different systems can control the boat .
  • the steering case 1 is also provided with a control panel having a touch- sensitive monitor where the boat can be controlled by tapping on the monitor or by push buttons being placed around a display 20 and by which the position and direction of the boat is regulated.
  • the speed of the turning of the handlebar is limited by a steering damper so that the handlebar is prevented from being turned faster than the actual steering deflection having time to follow.
  • the control system contains a "force feedback" making that the handlebar 23 is prevented from being turned considerably further than that it corresponds to the actual steering deflection and that it contains a force sensor, which transmits signals to the system to increase the speed of the rudder deflection upon a greater force of the turning of the handlebar 23.
  • the handlebar 23 is suspended in elastic elements so that shocks propagating to hands and arms are damped and that the entire unit is suspended in a
  • the steering case has a display 20 that graphically displays selected gear positions and/or if single mode or dual mode has been selected.
  • the steering case 1 may have a joystick 21 intended for joystick control and the steering case 1 has a display 20 that graphically displays how the boat is intended to move according to commands given by the control system or by the joystick 21.
  • the twist grips 2, 3, 3A, 3B are formed so that their twist position is tactilely and or visually identifiable and are placed separated from each other so that they are moved forward backward in counter movements as if they had been fastened in each end of a handlebar.
  • Gear selector regulators 8, 9 are placed on the proper handlebar 23 near the steering shaft 4 thereof so that these regulators can be reached and activated by the thumb or thumbs with a retained grip of the handles 2, 3.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Control Devices (AREA)

Abstract

L'invention concerne un système informatisé pour commander et manœuvrer des bateaux à grande vitesse au moyen du guidon (23) et une pluralité d'éléments de commande (8, 9, 11) pour une pluralité de fonctions, critiques pour la manœuvre, avec une retenue à deux mains de la direction
PCT/SE2016/050364 2015-04-29 2016-04-25 Système de commande de bateau à moteur WO2016175699A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US15/570,333 US20180141632A1 (en) 2015-04-29 2016-04-25 Motor-Boat Control System
EP16786853.8A EP3288826A4 (fr) 2015-04-29 2016-04-25 Système de commande de bateau à moteur

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
SE1500203-3 2015-04-29
SE1500203 2015-04-29
SE1530123A SE1530123A1 (sv) 2015-08-25 2015-08-25 Styrsystem för motorbåtar
SE1530123-7 2015-08-25

Publications (1)

Publication Number Publication Date
WO2016175699A1 true WO2016175699A1 (fr) 2016-11-03

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PCT/SE2016/050364 WO2016175699A1 (fr) 2015-04-29 2016-04-25 Système de commande de bateau à moteur

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US (1) US20180141632A1 (fr)
EP (1) EP3288826A4 (fr)
WO (1) WO2016175699A1 (fr)

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US20180141632A1 (en) 2018-05-24
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