EP2193072B1 - Procede de commande d'un groupe propulseur de surface pour un bateau - Google Patents

Procede de commande d'un groupe propulseur de surface pour un bateau Download PDF

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Publication number
EP2193072B1
EP2193072B1 EP07847912A EP07847912A EP2193072B1 EP 2193072 B1 EP2193072 B1 EP 2193072B1 EP 07847912 A EP07847912 A EP 07847912A EP 07847912 A EP07847912 A EP 07847912A EP 2193072 B1 EP2193072 B1 EP 2193072B1
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EP
European Patent Office
Prior art keywords
trim
drive
angle
speed
limit
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Not-in-force
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EP07847912A
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German (de)
English (en)
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EP2193072A1 (fr
Inventor
Andrea Chiecchi
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication of EP2193072A1 publication Critical patent/EP2193072A1/fr
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Classifications

    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/061—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water by using trimflaps, i.e. flaps mounted on the rear of a boat, e.g. speed boat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/18—Propellers with means for diminishing cavitation, e.g. supercavitation
    • B63H2001/185—Surfacing propellers, i.e. propellers specially adapted for operation at the water surface, with blades incompletely submerged, or piercing the water surface from above in the course of each revolution

Definitions

  • the invention relates to a method for controlling a surface drive for a watercraft according to the preamble of claim 1, for example, known from the US 4,544,362 ,
  • the propeller shaft In fast motorized watercraft which are provided with a surface drive, the propeller shaft is pivotable about a pivot point with the drive shaft coming from the engine or the transmission in all directions. Engine and transmission are located in the hull.
  • Engine and transmission are located in the hull.
  • This tilting of the propeller shaft in the vertical plane is called trimming, the measure of the pivoting as trim angle.
  • the surface drive achieves its best efficiency. The optimum trim angle is thus dependent on the speed of the vessel and is done manually in conventional vessels with the corresponding inaccuracy.
  • the manual trim burden the skipper in addition to his other tasks, which also makes an optimal adjustment of the trim angle difficult.
  • an automatic trim control for a surface drive which automatically adjusts the trim angle as a function of the respective driving range.
  • the driving ranges are defined by the position which the vessel occupies at different speeds in the water.
  • the object underlying the invention is to provide a method for optimized automatic adjustment of the trim angle of a surface drive for a watercraft for the respective driving range.
  • a surface drive for a watercraft consists of at least one drive unit, in which a propeller shaft is guided with a propeller in a torque tube.
  • the torque tube is pivotally mounted in the pivot point at the stern of the vessel and the propeller shaft is pivotally connected at the pivot point to the drive shaft.
  • the drive shaft is either driven directly by a motor arranged inside a hull of the watercraft, or with an output shaft of a transmission connected downstream of the engine.
  • the pivoting of the torque tube, and thus the propeller shaft, in a vertical plane parallel to the longitudinal axis of the vessel is referred to as trimming, wherein the trim angle is limited as a measure of the pivoting of an upper and lower trim limit. With the trim movement, the immersion depth of the propeller is adjusted.
  • the direction of travel of the watercraft is controlled, wherein the measure of this pivoting is the control angle, which moves between a left and a right maximum control angle.
  • the torque tube is actuated by a trim and a control actuator, which in turn is controlled by an electronic control unit.
  • the surface drive is operated in at least two different driving ranges so that the adjustment of the trim angle is controlled automatically in at least one driving range in a closed loop while detecting predetermined control parameters.
  • the trim angle is automatically controlled while detecting predetermined control parameters in a manner defined for this driving range.
  • the automatic change of the trim angle is hereinafter referred to as automatic trimming, depending on the driving range different ways as trim mode.
  • the driving ranges are defined in one possible embodiment by an upper and a lower rotational speed limit or a speed limit related thereto in relation to the speed of the watercraft.
  • the speed limits are programmed into the electronic control unit.
  • the respective trim modes automatically at the respective speed or speed limit.
  • trim angles set as a function of the speed or the speed are taken in a variant of a value table or characteristic curve stored in the electronic control unit, intermediate values being interpolated.
  • Another variant for at least one driving range is the detection of the rotational speed or the speed with which the respective trim angle is calculated in the electronic control unit by means of a function stored there.
  • a newly entered and desired speed at a manual data input is only recognized as exceeding a hysteresis range determined by operational speed variations.
  • All speeds of the drive are in one embodiment of the invention, if no slip occurs, together in a proportional relationship.
  • the proportional to the engine speed drive or propeller speed can be calculated with a recognition of the translation stage, the proportional to the engine speed drive or propeller speed.
  • the speed is calculated from the rotational speed of the propeller shaft or the proportional thereto engine speed or detected by a measuring device, which, for example, an ultrasonic sensor, a radar system, a pitot tube or a satellite and / or or radio-based navigation or position recognition system.
  • a measuring device which, for example, an ultrasonic sensor, a radar system, a pitot tube or a satellite and / or or radio-based navigation or position recognition system.
  • a slow-speed range for slow driving such as maneuvering is provided.
  • This low-speed range extends from a first speed limit, which is given by the idle speed of the engine to a second speed limit.
  • the automatic trim is passive which is not synonymous with a manual mode, because the trim angle is indeed manually changeable by the skipper manually without the electronic control unit engages in the trim actuator, when exceeding the second speed limit and thus leaving the low speed range however, the automatic trim mode running in the background automatically activates the automatic control mode for the second driving range.
  • the surface drive is operated in four driving ranges, with the increase in speed in the low-speed range from the second speed limit, a second driving range, from a third speed limit, a third driving range and from a fourth speed limit follows a fourth driving range.
  • the automatic trim in the second and the third driving range is controlled.
  • the trim angle is automatically set in a closed loop.
  • the trim angle within the trim range varies between an upper trim limit indicating the angle of the torque tube in which the propeller reaches its maximum highest position and a lower trim limit indicating the angle of the torque tube in which the propeller is at its lowest achievable position. In between there is a defined middle position, which does not have to be the mathematical mean of the trim limits.
  • the trim angle from an arbitrary position, which took place in the preceding driving range is automatically adjusted to the lower trim limit of the trim range in the case of increasing speed or speed transition from the low-speed range into the second drive range.
  • an adjustment of the trim angle to the lower trim limit can also take place.
  • the watercraft in which the watercraft is in a sliding state, to change the trim angle manually within a correction range preset in the electronic control unit from the center position.
  • the automatic trim control remains active in the background in the same way as in the low-speed range and automatically changes the automatic trim mode when a third speed limit is exceeded.
  • the automatic trim control switches in an advantageous development of the invention into a first standby mode and the adjustment of the trim angle is only possible manually.
  • a termination of the automatic mode by the skipper is possible, for example by means of a trim switch.
  • a manual reset for example by means of a reset switch is required.
  • the trim angle set in the third driving range is initially maintained.
  • the mode automatically changes from controlling the trim angle to regulating the trim angle in a closed loop.
  • the trim angle is changed so that a defined maximum speed, or maximum speed is achieved.
  • At least two drive units are arranged on a watercraft. Each drive unit is driven by its own motor.
  • the mean value of the rotational speeds of all drive units is calculated in the electronic control unit and this mean value is detected as a speed signal.
  • the trim angles of all drive units are synchronously adjusted in the controlled driving ranges, that is, the trim angle are all equal in magnitude and direction.
  • the trim angle of the individual drive units are independently controlled in a closed loop in a development of the method according to the invention with several drive units, so that the rotational speeds of the drive units reach defined speed.
  • the deviation between the rotational speeds of a plurality of drive units should not exceed a defined scattering range.
  • the speed of the craft can be adjusted to its maximum value by changing the trim angles.
  • the maximum possible control angle of the drive unit i. the maximum possible lateral pivoting of the thrust tube for controlling the watercraft, with increasing speed, or reduced speed. This is done in a possible variant according to a table of values in which the relevant control angle is assigned to a specific speed, or in another embodiment according to a function of the speed or the speed.
  • the automatic trim which regulates the trim angle in a closed loop in the fourth driving range, the torque tube and thus the position of the propeller of the outer drive unit can not be adjusted further down, so that the curve outer propeller protrudes from the water during the curve-deep propeller is deeply immersed.
  • An automatic limitation of the control angle avoids this driving state in a variant, or allows after exceeding the first limit control angle in the second standby mode, the manual correction of the trim angle.
  • trim tabs are actuated in a dedicated manner, with the movement of the trim tabs, such as that of the drive unit, being controlled by the electronic control unit and the trim tabs of both sides moving synchronously in the direction and trim tab angles.
  • trim tabs actuators such as hydraulic cylinders.
  • the operation of the trim tabs is preferably automatically controlled in all driving ranges, the adjustment of the trim tabs in the low-speed range is done manually.
  • the trim tab In the second driving range in which, during acceleration, the stern of the watercraft has to be raised in order to get into the slip state, which characterizes the third driving range, the trim tabs the trim drive unit.
  • the trim tab angles assume their lower end value in accordance with the trim angle of the drive unit.
  • the trim flap angles like the trim angle of the drive unit, assume a middle position, but can be manually adjusted in the same direction within a preset correction range.
  • the correction range here is limited by an upper and a lower trim flap correction limit.
  • the trim flap angles remain at their last value, which they had assumed in the third driving range, and are not regulated in contrast to the trim angle of the drive unit.
  • the fourth driving range in which the trim angle to achieve the maximum speed, or the highest speed, is controlled in a closed loop, it is possible to manually adjust the trim tab angle as in the third driving range within a preset correction range.
  • the electronic control unit In the case of a manual correction of the trim tab angle beyond the preset correction range, the electronic control unit optionally switches into the first standby mode in both the third and fourth drive ranges, in which only a manual change of the trim angle and the trim tab angle is possible.
  • the automatic trim flap control can be switched off manually, for example by the operation of a trim flap switch, so that the trim tabs can be manually actuated.
  • a first perpendicular distance from a defined fixed point on the vessel to the bottom of the water is detected with a measuring device for protection against a collision with the body of water in at least the two aforementioned driving ranges and in the electronic control unit with a calculated from the current trim angle, second vertical distance of the lowest point of the propeller compared to the fixed point. Threatens at an adjustment of the trim angle down the second distance, possibly plus a safety margin, the first distance to exceed, the trim angle is automatically limited down and the drive unit or the propeller can not be moved down.
  • the trim angle is automatically reduced in a reduction of the water depth while driving in any driving range and thus possible exceeding the second vertical distance over the first vertical distance.
  • Fig. 1 and 2 show a watercraft 100 with surface drive.
  • the drive unit 140 of the surface drive is arranged at the rear on the hull 101 of the watercraft 100 and connected to the transom 104.
  • the drive unit 140 consists of the torque tube 105 with the propeller shaft 106 and the propeller 107 and the Steueraktuatorik 108, 109 and the Trimmaktuatorik 110.
  • In the torque tube 105 is centrally the propeller shaft 106, at the rear end of the propeller 107 is mounted rotatably mounted.
  • the torque tube 105 with the transom 104 and the propeller shaft 106 with the drive train 125 which emanates from the motor 102, connected and pivotally mounted.
  • the powertrain 125 includes a transmission 103.
  • the speed n is measured, for example, by a speed sensor 123 on a slotted disk 124 whose signal is detected by the electronic control unit 130.
  • the pivotal movement in the horizontal plane also referred to as control movement, is effected by the control actuator system consisting of two hydraulically actuated cylinders 108 and 109.
  • the pivoting movement in the vertical plane also referred to as trim movement, is effected by the trim actuator mechanism consisting of the hydraulically actuated trim cylinder 110. Both movements are triggered by the electronic control unit 130, which controls the control and trim actuators via a central hydraulic unit 132.
  • the tax movement occurs within a maximum adjustable control angle ⁇ _L, measured from the longitudinal axis of the horizontal plane 190, as out Fig. 2 is apparent.
  • the measure of the trim movement of the drive unit 140 is the trim angle ⁇ .
  • the trim movement takes place within an angle designated as a trim range ⁇ _G and bounded by an upper trim limit ⁇ _P and a lower trim limit ⁇ _N.
  • trim tabs 114 and 115 are mounted, which are actuated by a respective trim tab cylinder 116 and 117.
  • the control of the trim tab cylinders 116 and 117 also takes place from the electronic control unit 130 via the central hydraulic unit 132.
  • the trim tabs 114 and 115 are adjusted in synchronism with each other in the automatic mode so that the trim tab angles on the right and left are always the same and with the common trim tab angle ⁇ be designated.
  • the movement of the trim tabs 114 and 115 is limited by an upper trim tab angle ⁇ _P and a lower trim tab angle ⁇ _N.
  • trim flap movement is measured, in each case with a travel sensor 120 and 121 arranged in the trim flap cylinders 116 and 117, and detected in the electronic control unit 130, or as all measured variables are displayed on the control panel 131.
  • Fig. 3 is a flowchart of the automatic change of the trim mode in dependence on the serving as a measure of the speed speed n, and thus the driving ranges shown. All speeds of the drive train 125 are au ground the fixed gear stage of the Gear 103 in a proportional relationship to each other, so that taking into account the measuring point engine, gear or propeller shaft in the electronic control unit 130, the rotational speed n is detected.
  • a speed measuring device for example, a speed sensor 123 with a slotted disk 124 or the information from a motor controller is used.
  • the speed n increases from the idling speed of the engine given by the idle speed of the engine n_11 at an accelerated speed.
  • the vessel In the slow-speed area S1, for example, the vessel is maneuvered, as is required during arrival and departure maneuvers.
  • the current rotational speed n is compared with a rotational speed limit n_12 programmed into the electronic control unit 130 from a stored value table or curve function. If the value of the current rotational speed n is greater than that of the rotational speed limit n_12, then the automatic trim control changes to a second driving range S2 and the current trim angle ⁇ assigned to the driving range S2 in the value table is determined. This then leaves as output the electronic control unit 130 to the central hydraulic unit 132, which operates the Trimmaktuatorik 180 consisting of the trim cylinder 110 and its stroke sensor 112 and the drive unit 140 adjusted to the required trim angle ⁇ .
  • the second driving range S2 is at an accelerated ride only a temporary driving range in which the trim allows the transition to a third driving range S3. If the speed in the driving range S2 drops below n_12 again, then the automatic trim control returns to the slow speed range S1. With a speed increase in the driving range S2 and an exceeding of a rotational speed limit n_23, the operating mode for the third driving range S3 is activated in the electronic control unit 130.
  • S3 is the main driving range of the surface-powered watercraft, and here too, for example, the highest efficiency of the engine 102 or the propeller 104 is achieved.
  • a speed limit n_34 is exceeded in a further acceleration in the driving range S3
  • the mode for the fourth driving range S4 is activated in the electronic control unit 130.
  • S4 is the driving range in which the engine reaches its maximum speed n_40 under full load and the vessel 100 reaches its maximum speed. If the speed n falls below n_34, the trim angle ⁇ is set after the mode for the third driving range S3.
  • the diagram in Fig. 4 shows the course of the trim angle ⁇ on the speed n, and above the proportional to the speed n behaving speed v.
  • the trim angle ⁇ is freely selectable by the skipper between an upper trim limit ⁇ _P and a lower trim limit ⁇ _N, as the alternative trim angles at point A or point A 'show.
  • the automatic trim is passive in this driving range, ie the trim angle ⁇ is not automatically controlled or regulated, which is not synonymous with a manual mode, because the electronic control unit 130 detects the background speed n and the speed v and activated in the Exceeding the speed limit n_12, which limits the low speed range S1 upward, the automatic, controlled adjustment of the trim angle ⁇ for the second driving range S2 by the measured speed n in the electronic control unit 130 detects and then from a stored table of values, the corresponding trim angle ⁇ is determined.
  • the skipper angle ⁇ can be manually corrected by the skipper within a correction range ⁇ _30, for example, to adapt the trim angle ⁇ to the sea conditions.
  • the upper correction limit ⁇ _31, which lies in the upper range and the lower, in the negative range, correction limit ⁇ _32 of the correction range ⁇ _30 are stored in the electronic control unit 130.
  • the skimming angle ⁇ has to be corrected by the skipper into the negative range in the direction of the lower correction limit ⁇ _32 for the trim in the driving range S3 (see point G). If, in the manual correction of the trim angle ⁇ , the correction range is exceeded (point G '), the trim control switches to a first standby mode and exits the automatic mode, so that the trim angle ⁇ can only be set manually.
  • the electronic control unit also switches to alarm conditions and system errors in the first standby mode. Alarm conditions are, for example, too high an oil temperature or too low Oil level in a hydraulic unit.
  • System errors are, for example, an insufficient electrical supply voltage or an error in the CANBUS connection.
  • the automatic operating mode of the second driving range S2 occurs only from a rotational speed n_32, which is smaller than the rotational speed n_23, in force (line E-J-K).
  • the trim angle ⁇ initially remains at the last value set in the third driving range S3 (point F or H) and becomes closed with the activation of the operating mode for the fourth driving range S4 Modified loop so that a maximum speed n_40, or maximum speed v_max, is reached (point I).
  • the trim angles ⁇ are adjusted independently of each other to achieve a maximum speed n_40, the speeds of the individual drive units 140 are controlled in the manner in that they lie together in a narrow tolerance range of, for example, 10 1 / min.
  • the first standby mode is activated.
  • the dot-dash line indicates a possible course of the maximum adjustable control angle ⁇ _L over the speed n or the speed v again.
  • the maximum adjustable control angle ⁇ _L reaches its maximum value in the low-speed range S1 and is reduced starting from the driving range S2 according to a function or table of values stored in the electronic control unit within which values can be interpolated. Exceeding the maximum adjustable control angle ⁇ _L is not possible even if the automatic trim is switched off or in the first standby mode.
  • a first limit control angle ⁇ _41 lies below the maximum adjustable control angle ⁇ _L.
  • Exceeding the first limit control angle ⁇ _41 first triggers an optical and / or acoustic signal for the skipper, with further increase in the control angle ⁇ the electronic control unit switches to the second standby mode, in which the automatic control of the trim angle ⁇ is switched off and its trim again must be made manually until the control angle ⁇ is reduced so that it is again smaller than the second limit control angle ⁇ _42.
  • the two limit control angles ⁇ _41 and ⁇ _42 can be the same. To avoid a constant back and forth, creates a hysteresis and selects the first limit control angle ⁇ _41 for exceeding the larger than the second Grenz Kunststoffwinkel ⁇ _42, below which the automatic control of the trim angle ⁇ in the fourth driving range S4 becomes active again.
  • the limit control angles ⁇ _41 and ⁇ _42 in the fourth driving range S4 are constant due to its shortness, as is the maximum possible steering angle ⁇ _L.
  • a variable course as a function of speed n or speed would also be conceivable.
  • Fig. 5 is a diagram showing the course of the trim tab angles ⁇ _L and ⁇ _R, wherein the ordinate due to the synchronous adjustment of the trim tabs in the automatic mode with the common Trim tab angle y is designated.
  • the trim tab angle can be changed maximally between an upper trim tab angle limitation ⁇ _P and the lower trim limit ⁇ _N.
  • the abscissa represents the speed n, or the speed v proportional to the speed n.
  • Similar to the trim angle ⁇ in Fig. 4 is in the low-speed range S1 (points R - S or R '- S') from the initial speed n_11 of the trim tab angle ⁇ manually between the upper ⁇ _P and the lower trim tab angle ⁇ _N freely adjustable.
  • the trim tab angle ⁇ is adjusted by the automatic control to the lower trim tab angle limit ⁇ _N (S-T, or S'-T ') in accordance with the trim angle ⁇ .
  • the trim flap angle ⁇ remains in the middle trim flap position ⁇ _0, although within a correction range ⁇ _30 in the third driving range S3 and within a correction range ⁇ _40 in the fourth driving range S4 Manual correction is possible.
  • Exceeding the upper correction limit ⁇ _31 or ⁇ _41, or the lower correction limit ⁇ _32 or ⁇ _42 by the manual adjustment of the trim tab angle ⁇ in the third and fourth driving ranges S3 and S4 leads to the first standby mode.
  • the respective mode of operation of the automatic trim is terminated both in the third driving range S3 and in the fourth driving range S4 and the adjustment of trim angle ⁇ and trim flap angle ⁇ must be performed manually.
  • the middle trim tab ⁇ _0 and drive position ⁇ _0 are each determined by a straight line that is perpendicular to the transom 104, so that both middle positions of drive (104) and trim tabs (114, 115) are the same. Different, however, are the end positions.
  • a manual adjustment of the trim tab angle ⁇ within the correction range ⁇ _30 shows the line along the points V-W-X. In the transition from the drive range S3 to the drive range S4, the value of the trim tab angle ⁇ is maintained. From the point X to the point Y, for example, the lower trim tab angle ⁇ is reduced in the fourth drive range S4 and remains unchanged until the speed n_40 is reached.
  • the trim tab angle ⁇ is controlled in the driving ranges S2, S3 and S4, a control does not take place.
  • Fig. 6 shows a distance measurement between the lower outer diameter 403 of the propeller 107, which represents the lowest point of the drive unit 140, and a body of water 402. From a distance sensor 401 attached to the hull 101 of the vessel 100, the vertical distance 410 from the lowest point in this example Fuselage 101 to the water body 402 measured. The vertical distance 411 of the lower outer diameter 403 of the propeller 107 to the center of the joint 111 is calculated in the electronic control unit 130, for example, from the indirect measurement of the trim angle ⁇ with the Trimmzylinderhub sensor 112 disposed in the trim cylinder 110.
  • the vertical distance 413 is calculated from the lowest point of the hull 101 to the lowest point of the propeller 107.
  • the vertical distances 410 and 413 are continuously measured, or calculated and compared in the electronic control unit 130 with each other.
  • the lower trim limit ⁇ _N is shifted so that a collision with the body of water is excluded.
  • a vertical safety distance 414 can still be taken into account. Reduces while driving the water depth and thus the vertical distance 410, the trim angle ⁇ in the direction of the upper trim limit ⁇ _P is changed in predicted collision of the propeller 107 with the water bottom 402.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Electric Motors In General (AREA)
  • Feedback Control In General (AREA)

Claims (25)

  1. Procédé de commande de l'entraînement de surface d'un bateau (100) qui présente au moins une unité d'entraînement (140) constituée d'un tube de poussée (105) qui guide l'arbre d'hélice (106) et un ensemble d'actionneurs d'assiette (180) et de commande (181) commandé par une unité électronique de commande (130),
    le tube de poussée (105) pouvant pivoter verticalement sur un angle d'assiette (τ) situé à l'intérieur d'une plage d'angle d'assiette (τ_G) autour d'un point d'articulation (111) installé sur le panneau arrière (104) et horizontalement sur un angle de direction (σ) situé à l'intérieur d'un angle maximum de direction (σ_L), l'arbre d'hélice (106) étant relié de manière articulée au point d'articulation (111) à un train d'entraînement (125),
    l'entraînement de surface étant conduit en au moins deux plages de conduite différentes,
    caractérisé en ce que
    dans un mode de conduite automatique, l'ajustement de l'ange d'assiette (τ) est régulé automatiquement dans au moins une plage de conduite régulée, dans une boucle de régulation fermée avec détection des valeurs de paramètres de régulation prédéterminés et
    en ce que dans au moins une plage de conduite contrôlée, il est commandé automatiquement dans un mode de fonctionnement défini pour cette plage de conduite, avec détection des valeurs de paramètres de contrôle prédéterminés.
  2. Procédé de commande de l'entraînement d'un bateau selon la revendication 1, caractérisé en ce que chacune des plages de conduite est définie par une limite supérieure et une limite inférieure de vitesse de rotation ou par une limite supérieure et une limite inférieure de vitesse du bateau (100), la vitesse de rotation (n) étant celle d'un moteur (102), du train d'entraînement (125) ou de l'arbre d'hélice (106).
  3. Procédé de commande de l'entraînement d'un bateau selon les revendications 1 et 2, caractérisé en ce que le mode de fonctionnement change automatiquement en cas de changement de plage de conduite.
  4. Procédé de commande de l'entraînement d'un bateau selon les revendications précédentes, caractérisé en ce que dans une plage de conduite contrôlée, l'angle d'assiette (τ) établi en fonction de la vitesse de rotation (n) ou d'une vitesse (v) est prélevé dans un tableau de valeurs conservé dans l'unité de commande électronique (130), des valeurs intermédiaires étant interpolées, ou l'angle d'assiette (τ) est calculé à partir d'une fonction conservée en mémoire.
  5. Procédé de commande de l'entraînement d'un bateau selon la revendication 2, caractérisé en ce que dans au moins une plage de conduite, le passage à une plage de conduite plus rapide est situé à une limite de vitesse de rotation ou de vitesse plus élevée lors d'un déplacement accéléré que lors d'un déplacement ralenti dans lequel la plage de conduite plus rapide passe à une plage de conduite plus lente.
  6. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce qu'en plus de la ou des plages de conduite contrôlée et de la ou des plages de conduite régulée, à partir d'une première limite (n_11) de vitesse de rotation, une plage de déplacement lent (S1) dans laquelle l'ajustement de l'assiette est automatique est prévue pour le déplacement lent, de sorte que l'angle d'assiette (τ) puisse être ajusté de manière quelconque et manuellement par le pilote du bateau à l'intérieur de la plage d'angles d'assiette (τ_G) et en ce que l'ajustement automatique de l'assiette n'est activé qu'après que l'on a quitté la plage de déplacement lent (S1).
  7. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que l'entraînement de surface est conduit en quatre plages de conduite, et en ce qu'avec l'augmentation de la vitesse de rotation (n), la plage de conduite lente (S1) est suivie par une deuxième plage de conduite (S2) à partir d'une deuxième limite (n_12) de vitesse de rotation, une troisième plage de conduite (S3) suit à partir d'une troisième limite (n_23) de vitesse de rotation et une quatrième plage de conduite (S4) suit à partir d'une quatrième limite (n_34) de vitesse de rotation, l'ajustement automatique de l'assiette étant contrôlé dans la deuxième plage de conduite (S2) et la troisième plage de conduite (S3) et s'effectuant dans une régulation dans la quatrième plage de conduite (S4) dans laquelle une vitesse maximale de rotation (n_40) ou la vitesse la plus élevée (v_40) du bateau est atteinte.
  8. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la deuxième plage de conduite (S2), l'angle d'assiette (τ) est ajusté automatiquement à une limite inférieure (τ_N) de la plage d'angles d'assiette (τ_G).
  9. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la troisième plage de conduite (S3), l'angle d'assiette (τ) prend automatiquement une position centrale (τ_0).
  10. Procédé de commande de l'entraînement d'un bateau selon les revendications 7 et 9, caractérisé en ce que dans la troisième plage de conduite (S3), le pilote du bateau peut modifier manuellement l'angle d'assiette (τ) à l'intérieur d'une plage de correction (τ_30) définie dans l'unité de commande électronique (130), pour adapter cet angle d'assiette aux conditions qui règnent à la surface de l'eau, le mode de conduite automatique restant actif.
  11. Procédé de commande de l'entraînement d'un bateau selon la revendication 10, caractérisé en ce que dans la troisième plage de conduite (S3), lorsqu'une limite supérieure de correction d'assiette (τ_31) est dépassée ou qu'une limite inférieure de correction d'assiette (τ_32) n'est pas atteinte, l'unité de commande électronique (130) passe dans un premier mode de fonctionnement d'attente et le mode de fonctionnement automatique est arrêté, de sorte que le pilote du navire ne peut plus modifier l'angle d'assiette (τ) de l'entraînement de surface que manuellement.
  12. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que l'on ne peut revenir du premier mode de fonctionnement d'attente au mode de fonctionnement automatique que par un retour manuel.
  13. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la quatrième plage de conduite (S4), l'angle d'assiette (τ) est régulé automatiquement dans une boucle de régulation fermée pour atteindre la vitesse maximale de rotation (n_40) qui a été définie ou la vitesse maximale (v_40) du bateau.
  14. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes et présentant au moins deux unités d'entraînement (140), caractérisé en ce que dans la plage de conduite lente (S1), la deuxième plage de conduite (S2) et la troisième plage de conduite (S3), les angles d'assiette (τ) des différentes unités d'entraînement (140) sont déplacés de manière synchronisée et la valeur moyenne des vitesses de rotation des différentes unités d'entraînement (140) sert de signal de vitesse de rotation.
  15. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la quatrième plage de conduite (S4), les angles d'assiette (τ) des différentes unités d'entraînement (140) sont régulés automatiquement et indépendamment les uns des autres dans une boucle de régulation fermée, de telle sorte que chaque unité d'entraînement (140) atteigne la vitesse de rotation maximale (n_40) qui a été définie pour elle et/ou que la vitesse maximale (v_40) du bateau (100) soit atteinte.
  16. Procédé de commande de l'entraînement d'un bateau selon la revendication 1, caractérisé en ce qu'indépendamment de l'ajustement automatique de l'assiette, un angle maximum possible de direction (σ_L) est diminué en fonction de la vitesse de rotation (n) ou de la vitesse (v) lorsque la vitesse de rotation (n) augmente, pour éviter pour des raisons de sécurité des situations instables de conduite à haute vitesse (v) et à grand angle de direction (σ).
  17. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la quatrième plage de conduite (S4), lorsqu'un premier angle limite de direction (σ_41) défini dans l'unité de commande électronique (130) et plus petit que l'angle maximum de direction (σ_L) possible à cette vitesse de rotation (n) ou à cette vitesse (v) est dépassé, l'ajustement de l'assiette quitte son mode de fonctionnement automatique et commute dans un deuxième mode de fonctionnement d'attente dans lequel l'ajustement de l'angle d'assiette (τ) doit être réalisé manuellement jusqu'à ce que l'angle de direction limite (σ_41) ne soit plus atteint et que le deuxième mode de fonctionnement d'attente soit quitté, ce qui réactive la régulation automatique de l'angle d'assiette (τ).
  18. Procédé de commande de l'entraînement d'un bateau selon la revendication 17, caractérisé en ce que le premier angle limite de direction (σ_41) en cas de dépassement vers le haut est supérieur à un deuxième angle limite de direction (σ_42) en cas de dépassement vers le bas.
  19. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, qui présente sur le côté gauche et la côté droit du panneau arrière (104) au moins un clapet d'assiette (114, 115) respectif, caractérisé en ce que pour soutenir l'unité d'entraînement (140), les deux clapets d'assiette (114, 115) sont ajustés en mode de fonctionnement automatique de manière synchronisée autour d'un même angle (γ) de clapet d'assiette situé entre un angle limite supérieur (γ_P) de clapet d'assiette et un angle limite inférieur (γ_N) de clapet d'assiette.
  20. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la deuxième plage de conduite (S2), les clapets d'assiette (114, 115) sont ajustés de manière contrôlée à leur angle limite inférieur (γ_N) de clapet d'assiette, de manière similaire à l'unité d'entraînement (140).
  21. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la troisième plage de conduite (S3), les clapets d'assiette (114, 115) sont ajustés de manière contrôlée dans leur position centrale (γ_0) de manière similaire à l'unité d'entraînement (140).
  22. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que dans la troisième plage de conduite (S3), une correction manuelle de l'angle (γ) de clapet d'assiette est possible, de manière similaire à celle de l'angle d'assiette (τ) de l'unité d'entraînement (140) dans la plage préréglée de correction d'angle de clapet d'assiette (γ_30), dans la même direction que la correction de l'angle d'assiette (τ), et en ce qu'un dépassement d'une limite supérieure de correction d'angle de clapet d'assiette (γ_31) ou le passage en dessous d'une limite inférieure de correction d'angle de clapet d'assiette (γ_32) ont pour effet le basculement dans le premier mode de fonctionnement d'attente.
  23. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications 19 à 22, caractérisé en ce que lors du passage de la troisième plage de conduite (S3) à la quatrième plage de conduite (S4), l'angle (γ) de clapet d'assiette est bloqué dans la dernière valeur qu'il a pris dans la troisième plage de conduite (S3), en ce que dans la quatrième plage de conduite (S4), il peut être ajusté manuellement à l'intérieur d'une plage préréglée de correction d'angle de clapet d'assiette (γ_40) qui est limitée par une limite supérieure (γ_41) et une limite inférieure (γ_42) de correction de l'angle de clapet d'assiette et en ce que lorsque la plage de correction d'angle de clapet d'assiette (γ_40) est quittée, l'unité électronique de commande (130) passe dans le premier mode de fonctionnement d'attente et met ainsi hors service la régulation automatique de l'angle d'assiette (τ).
  24. Procédé de commande de l'entraînement d'un bateau selon au moins l'une des revendications précédentes, caractérisé en ce que lorsque le tube de poussée (105) est abaissé et qu'il existe ainsi un risque de collision avec le fond (402) du plan d'eau, pour protéger l'hélice (107), une première distance verticale (410) entre un détecteur de distance (401) disposé sur le bateau (100) et le fond (402) du plan d'eau est mesurée au moyen du détecteur de distance (401) et est comparée dans l'unité de commande électronique (130) à une deuxième distance verticale (413) mesurée entre le point le plus bas (403) de l'unité d'entraînement sur le diamètre extérieur de l'hélice (107) dont la position est calculée à partir de l'angle d'assiette (τ) envisagé et la position verticale du détecteur de distance (401), et en ce qu'en cas de dépassement de la première distance verticale (410) par l'inclinaison (413) vers le bas souhaitée pour l'unité d'entraînement, la limite inférieure d'angle d'assiette (τ_N) qui limite l'angle d'assiette (τ) vers le bas est déplacée vers le haut de manière correspondante.
  25. Procédé de commande de l'entraînement d'un bateau selon la revendication 24, caractérisé en ce qu'en cas de collision prévue par calcul de l'unité d'entraînement (140) avec le fond (402) du plan d'eau pendant le déplacement, la valeur de l'angle d'assiette (τ) est réduite automatiquement en direction de la limite supérieure (τ_P) d'angle d'assiette.
EP07847912A 2007-10-05 2007-12-06 Procede de commande d'un groupe propulseur de surface pour un bateau Not-in-force EP2193072B1 (fr)

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DE102007048058A DE102007048058A1 (de) 2007-10-05 2007-10-05 Verfahren zur Steuerung eines Oberflächenantriebs für ein Wasserfahrzeug
PCT/EP2007/063437 WO2009046768A1 (fr) 2007-10-05 2007-12-06 Procédé de commande d'un groupe propulseur de surface pour un bateau

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ATE519669T1 (de) 2011-08-15
CN101808894B (zh) 2013-03-27
EP2193072A1 (fr) 2010-06-09
WO2009046768A1 (fr) 2009-04-16
US20110143608A1 (en) 2011-06-16
US8376791B2 (en) 2013-02-19
CN101808894A (zh) 2010-08-18

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