EP2768727A2 - Système de man uvre d'embarcations - Google Patents

Système de man uvre d'embarcations

Info

Publication number
EP2768727A2
EP2768727A2 EP12751421.4A EP12751421A EP2768727A2 EP 2768727 A2 EP2768727 A2 EP 2768727A2 EP 12751421 A EP12751421 A EP 12751421A EP 2768727 A2 EP2768727 A2 EP 2768727A2
Authority
EP
European Patent Office
Prior art keywords
maneuvering
maneuvering system
housing
speed
steering wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12751421.4A
Other languages
German (de)
English (en)
Inventor
Peter A. Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2768727A2 publication Critical patent/EP2768727A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H11/00—Marine propulsion by water jets
    • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
    • B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
    • B63H11/107—Direction control of propulsive fluid
    • B63H11/11—Direction control of propulsive fluid with bucket or clamshell-type reversing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • 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
    • B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets
    • 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
    • B63H25/48—Steering or slowing-down by deflection of propeller slipstream otherwise than by rudder

Definitions

  • the invention relates to a maneuvering system for watercraft, after
  • the bow must therefore be built accordingly solid and should give as little body sound as possible This otherwise acts like a violin case.
  • cornering recreational watercraft the water can shoot like a fountain through the tunnel and burden the bow thruster and the hydrodynamics of the vessel.
  • the supply of the thruster motor requires correspondingly thick electric cables or hydraulic lines through the entire vessel, because the batteries or hydraulic systems are usually in the rear of the main engines.
  • Jet engines extending laterally in a hull are known, particularly in catamaran vehicles as described in GB 1210973 (A), and the jet function by means of nozzles and thrust reversers is i.a. described in the patent US 5,184,966.
  • Trim tabs attached downstream of the propeller drive are also known as set forth in US 2007137550 (A1) and likewise the entire Z drive can be trimmed, ie inclined in the longitudinal direction.
  • the invention has for its object to provide in a watercraft with rigid drive, Z-drive, outboard or jet propulsion, a maneuvering, which has the function of a bow thruster or stern thruster, namely to be able to drive transversely or to turn the vessel over the vertical axis, but without tunnel in the bow, as well as easier operation for greater comfort and safety and even easier to maneuver towards the pivoting Z-drives massively, because the thrust forces act on the outside fuselage. It is also an advantage that the maneuvering tasks can also be realized with a single main engine. Furthermore, the maneuvering system has a "go-home" emergency function, as a drive in the event of failure of the main engines.A housing carries and protects the maneuvering system and also serves as a buoyancy means and hydrodynamic fuselage extension.
  • the system is controlled conventionally by means of the steering wheel and the throttle lever, which has additional functions and is controlled and monitored by the controller.
  • the housing of the maneuvering system also serves as a static and dynamic buoyancy body by enclosing the space around the jet and hydraulic drive with a closed-cell foam.
  • the floor of the maneuvering system has one or more steps to improve the hydrodynamics on the housing while driving, possibly also a movable flap to control the inlet of the jet propulsion system.
  • the housing can be tilted by means of a pivot bearing and an action cylinder to serve as a trim flap and the whole can
  • vibration damped mounted on the rear thus transmitted less noise (structure-borne noise) and less vibration to the vessel.
  • the two cases also produce a better hydrodynamics of the vessel and thus reduce consumption to about the speed of cruising.
  • the torque during maneuvering works far better than the pivotable Z-drives or outboard motors, which are usually designed for high speed and therefore the propellers are as close to each other .
  • the advantage of jet engines for such maneuvering applications is also the fact that the forward thrust to the reverse thrust to the neutral position takes place by means of the thrust reverser flap, ie the impeller always rotates in the same direction and thus does not need a reverse gear, which is noticeable mainly in the noise, namely each When switching from forward to reverse.
  • the thrust reverser flap By means of the thrust reverser flap, the thrust change is continuous and therefore extremely gentle, and the thrust reverser flap additionally serves to determine the direction of the thrust jet, which thus represents a very elegant control.
  • the thrust reverser flap is folded upwards and the thrust jet steering is effected by a steerable nozzle.
  • the jet propulsion and the thrust jet steering is state of the art and is now coupled with the inventive control from the cockpit, wherein the combined standard throttle and shift lever circuit has sensors which control the thrust reverser flap and and the nozzle via the controller and the lever also moves transversely can be used to guide the cross-drive function intuitively.
  • the combined throttle lever and shift lever thus four drives can be controlled simultaneously, namely, the two side maneuvering systems and the two main engines, resp. in a single drive, only one main engine with two more maneuvering systems.
  • the steering wheel serves to hold or turn the vessel in a certain position about the vertical axis.
  • the essence of the invention is to move a vessel in the longitudinal axis, the vertical axis and the transverse axis precisely by means of two maneuvering systems which are located in a hydrodynamic buoyancy body and as far as possible from each other at the rear.
  • a throttle and shift lever can thus achieve all these functions and at the same time control the maneuvering and the main engine of the vessel.
  • FIG. 1 is a schematic plan view of a hull of a watercraft with the
  • Fig. 2 is a schematic rear view of a maneuvering with a
  • Tunnel housing, stepped bottom, propeller and the control flap, and the steerable thrust reverser flap Fig. 3 is a schematic plan view of a throttle, shift and direction lever with the function key, the trim button, which also serves as a switch for the main engines
  • Fig. 4 is a three-dimensional view of the two maneuvering systems, one of which is integrated by means of pivot bearing in a tiltable housing, and the
  • Hydraulic circuit hydraulic oil tank, hydraulic pump, valve control and oil lines for the motors 12 and control cables to the controller, as well as the gyrosensor.
  • the controller 9 is programmed in such a way that, when the port is in port, the main engines 2 are parked at a defined lower speed or speed threshold and the crawl speed and maneuvers are executed by the two maneuvering systems 5.
  • the transition from the main engines 2 to the maneuvering equipment 5 can be on / off or continuous, i. the main engines 2 and the maneuvering system 5 still remain active together over a time slot.
  • the main engines 2 generate a thrust P
  • the maneuvering 5 generates a thrust S, respectively. SS. If the vessel is in maneuvering mode 5, the hands of the driver continue to remain on the steering wheel 7 and on the manipulator 8, except that the
  • the two maneuvering system 5 are attached as far apart as possible at the rear 10 of the fuselage 1 and housed in the housing 11.
  • the housing 11 is at the same time a protective cover for the maneuvering system 5 and also serves as a static buoyancy agent, as well as a dynamic buoyancy agent when traveling, and therefore has a stepped bottom with one or more steps to cause less friction at higher speeds.
  • the maneuvering system 5 is an example of a jet propulsion and includes a motor 12 which drives the impeller 14 in a tube 5 via a shaft 13, which delivers the thrust S, SS through a steerable nozzle 16 and for the reverse thrust a steerable thrust reverser flap 17 the water jet deflects and thus the thrust S, SS leads in the opposite direction.
  • the engine 12 is an example of a hydraulic motor and is powered by the power unit 6, which includes a hydraulic pump and a hydraulic oil tank and a valve control. It is also conceivable that the engine 12 is an electric motor and the power unit 6 is a battery or a generator or the engine 12 is an internal combustion engine and the power unit 6 represents the fuel tank and has a watertight intake tract, which the combustion air from the interior of the Fuselage 1 refers. shows a schematic rear view of a maneuvering system 5 with a tunnel housing 18, stepped bottom 19, the maneuvering propeller 20 and the control flaps 21, and the steerable thrust reverser flap 17, which is identical in function to the jet propulsion.
  • a propeller is generally more economical at lower speeds, but more prone to ground contact. That's why there is a small one here Manövrierpropeller 20 shown, which is partially ducked in a tunnel housing 18 and thus flows cleanly.
  • the control valves 21 take over the same function as the nozzle 16 in the jet propulsion and 20 can be completed by means of the thrust reverser flap 17 a continuous forward-backward movements with the hull 1, identical to the jet propulsion and this without manual transmission, which also saves costs and the Comfort increased.
  • the housing 11 is also foamed by means of a closed-cell foam 22, so that a water inlet into the housing 11 is completely prevented and makes the whole to an excellent floating body, either as a static buoyancy arm at anchor, or as a dynamic buoyancy body with unique hydrodynamic Advantages that up to the driving level marching the saying "running length” all honor, then gradually the wetted surface on the bottom 23 is reduced by means of the steps 24 to reduce the harmful friction of the water flow at the bottom 23.
  • FIG. 3 shows a schematic plan view of a throttle, shift and direction lever, here designated as a manipulator 8, with a trim button 25a, which also serves as a switch 25b for the main engines 2, the lever 26 being guided in the link 26a and may also be rotatable and sensors 27 detect the position of the lever 26.
  • a throttle, shift and direction lever here designated as a manipulator 8
  • a trim button 25a which also serves as a switch 25b for the main engines 2
  • the lever 26 being guided in the link 26a and may also be rotatable and sensors 27 detect the position of the lever 26.
  • the manipulator 8 is based on the function of a standard throttle and shift lever which is e.g. is guided in a gate 26a or attached to the side wall of the cockpit and the lever 26 is pivotable there and therein a sensor 27 is mounted, which measures the way in the gate 26a or the angular movement of the lever 26.
  • a standard throttle and shift lever which is e.g. is guided in a gate 26a or attached to the side wall of the cockpit and the lever 26 is pivotable there and therein a sensor 27 is mounted, which measures the way in the gate 26a or the angular movement of the lever 26.
  • Controller 9 first checks the speed of the main engine 2 and at a certain speed, resp. Lower speed limit, the controller 9 switches to the maneuvering 5 mode.
  • the travel of the lever 26 is also detected by means of the sensor 27, ie at F1, the transmission shifts to forward gear and the propeller 4 develops a thrust forward and thus the hull advances.
  • the fuselage goes backwards. If the lever 26 is pressed over the point F1 in the direction of travel D, the speed of the main engine 2 is increased and thus the hull 1 is faster. In the position N, the propeller 4 is disengaged and the hull 1 has no thrust direction.
  • the maneuvering system 5 is activated and thus the fuselage 1, by means of the stroke F to R of the lever 26 continues to be controlled forwards or backwards, depending on the direction of actuation of the lever 26 and detecting by means of the sensor 27 and analysis in the algorithm of the controller 9. Also in this case, the further the lever 26 is pressed to vome, the more speed and thrust S, SS generates the impeller 14 and in the opposite direction R as well. In the position N, in turn, no thrust S, SS. Is generated.
  • the thrust reverser flap 17 has a position which does not allow thrust S, SS in a certain direction. If the lever 26 is driven over the point F or R, the main engine 2 automatically switches on. This guarantees that in rough seas there is enough force to keep the hull in the desired position.
  • the main machines 2 can be started at any time, in order, for example, to supply e.g. to retrieve the necessary thrust support P earlier.
  • the lever 26 can also be moved laterally to the line SL or SR, so that the hull 1 can move elegantly sideways.
  • the nozzle 16 and the thrust reverser flap 17 of the two maneuvering system 5 are brought into a predefined position, namely, as indicated in Fig. 1, in the vector position V, thus the thrust S, SS acts in the corresponding arrow direction. If the lever 26 is pressed further to the right increase the two maneuvering 5 their speed and thus the hull 1 moves sideways faster. If the lever 26 is pressed in the opposite direction, the hull 1 moves in the opposite direction accordingly.
  • the stroke of the lever 26 in the transverse direction can also be detected by means of a sensor, either by means of a displacement or angle or pressure sensor, the latter responding to the applied hand pressure on the lever 26 accordingly.
  • the predetermined vector position V can not ensure exactly that the hull 1 can always be moved parallel to the predetermined virtual longitudinal axis LA exactly parallel later, due to varying wind and flow conditions, but also the weight distribution on board the vessel, resulting in a different trim leads to the hull 1, the parallel lateral displacement of the hull 1 can be easily and easily corrected by means of steering wheel corrections on the steering wheel 7. If the hull 1 to move to the right in the direction of arrow DD laterally, but the bow BB moves faster and the hull 1 leaves the predetermined longitudinal axis LA in space, so by turning the steering wheel 7 in the counterclockwise direction of the bow BB be returned and thus the default parallel sideways journey is restored.
  • the controller 9 gives a command to an agent of the right thrust reverser 17 to reduce the angle of the vector position V by the proportion v or increase the speed of the motor 12, the latter should always be used as a final measure, namely, if the corresponding thrust angle no longer helps.
  • a speed increase and the subsequent speed reduction is from Passengers felt as little pleasant. It is conceivable that instead the direction of the thrust SS is increased by the portion vi or that both thrust directions S, SS are moved together and thus the bow BB is brought back into balance.
  • the corresponding measures are stored in the algorithm in the controller 9.
  • Fuselage 1 from the longitudinal axis LA can also be connected to the mentioned in Fig. 4 Gyrosensor 36 to the controller 9, which automatically corrects leaving the fuselage 1 from the originally selected longitudinal axis LA during lateral travel of the fuselage 1.
  • a special feature is the rotation of the hull 1 about its own vertical axis HA, a function that is otherwise easy to handle with two main engines 2 in the position of the opposite directions of thrust P of the propeller 4.
  • the inventive maneuvering system is feasible in this application, even with a single main engine 2, therefore located on the lever 26 a
  • Function key 28 which is e.g. when depressing and turning slightly on the steering wheel 7, the maneuvering systems 5 bring themselves into the vector position V mode and by means of another rotation on the steering wheel 7, the rotational speed of the hull 1 increases about its vertical axis HA by increasing the number of revolutions of the motors 12. It is also possible by means of the ergonomically ideally placed and simple switch 25b to throw the main engines 2 immediately and complete with the large propeller 4 the rotation or to use for the normal forward-backward maneuvering, eg in very high wind and flow conditions when exceptionally high shear forces are required. It is conceivable that the handle of the lever 26 is rotatable and thus can take over the function of the steering wheel 7.
  • the controller 9 has deposited all failure scenarios in the algorithm and thus causes no problems for the driver of the watercraft. If the propeller 4 is a variable pitch propeller, this is brought into creeping speed by driving the maneuvering systems 5, the propeller blades in feathered position, in a fixed propeller this is disengaged and rotates along with empty.
  • FIG. 4 shows a three-dimensional view of the two maneuvering systems 5, one of which is integrated by pivot bearing 29 in a tiltable housing 11, and the hydraulic circuit 30, hydraulic oil tank 31, hydraulic pump 32, valve control 33 and the oil lines 34 for the motors 2 and control cable 35 for Controller 9, and the gyrosensor 36.
  • the hydraulic drive version with a jet is shown here, which has a hydraulic oil tank 30 in the fuselage 1 and the hydraulic pump 32 with the valve control 33 is attached thereto.
  • This embodiment corresponds to the prior art, which e.g. for excavators and the like, which also have two sides to drive means to control.
  • each motor 12 is supplied individually with oil and is part of the hydraulic circuit 30, without even here represent coolant and the like.
  • the oil lines 34 are waterproof guided by the rear not shown here 10 and passed into the housing 11.
  • the hydraulic pump 32 is driven by a separate combustion engine or a generator or battery or by the main engine 2.
  • the manual control commands which gives the handlebar of the vessel to the steering wheel 7 and the lever 26 are received by the sensors 27 and analyzed by the controller 9 and accordingly, the hydraulic pump 32 and the valve control 33 is activated, and the nozzles 16 and at Need the thrust reverser flaps 17 brought by means of the control cable 35 in position.
  • the control cables 35 may be Bowden cables or electrical or hydraulic lines, depending on the type of actuators used to move and hold the individual technical means.
  • the ride can be tilted by means of the trimming switch 25a, for example on the lever 26, the housing 11 and thus serve as a trim flap.
  • the inlet 38 of the tube 15 is closed or freed from the flow of water by means of a displaceable or angle-adjustable flap 37.
  • the housing 11 is designed as a tunnel housing 18 that this at Ride can be folded so that the small propeller 20 does not form a resistance in the water flow.
  • the pivot bearing 29 may also be mounted elastically as the attachment of the housing 11 at the rear 11 so that structure-borne noise and vibration on the housing 11 are separated from the hull 1.
  • the engine 12 in particular in the electric or hydraulic version, can reverse the direction of rotation, so that if grass or other obstruct the inlet 38, the thrust S, SS can be reversed and thus the disturbing substances are washed away from the inlet 38.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)
  • Mechanical Control Devices (AREA)

Abstract

L'invention concerne deux systèmes de manœuvre (5) qui se trouvent chacun dans un carter (11) et sont placés à l'arrière (10) le plus loin possible l'un de l'autre pour permettre un déplacement précis de l'embarcation dans l'axe longitudinal (LA), latéralement, en avant/en arrière et dans l'axe vertical (HA). Toutes les fonctions de manœuvre et tous les modes de conduite peuvent être mis en œuvre au moyen d'un levier de commande à gaz modifié des machines principales (2), appelé manipulateur (8), qui est accouplé aux fonctions des systèmes de manœuvre (5) et par le recours à la roue directrice (7), et sont déclenchés de manière automatisée ou asservie au moyen d'un dispositif de commande (9), ou bien un dispositif de désactivation (25b) permet à tout moment d'avoir recours à une commande manuelle des machines principales (2).
EP12751421.4A 2011-07-16 2012-07-16 Système de man uvre d'embarcations Withdrawn EP2768727A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH01202/11A CH705329A2 (de) 2011-07-16 2011-07-16 Manövrieranlage für Wasserfahrzeuge.
PCT/CH2012/000167 WO2013010287A2 (fr) 2011-07-16 2012-07-16 Système de manœuvre d'embarcations

Publications (1)

Publication Number Publication Date
EP2768727A2 true EP2768727A2 (fr) 2014-08-27

Family

ID=46754818

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12751421.4A Withdrawn EP2768727A2 (fr) 2011-07-16 2012-07-16 Système de man uvre d'embarcations

Country Status (4)

Country Link
US (2) US20140290552A1 (fr)
EP (1) EP2768727A2 (fr)
CH (1) CH705329A2 (fr)
WO (1) WO2013010287A2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3066998A1 (fr) * 2017-06-06 2018-12-07 Ziph20 Dispositif et systeme de propulsion d'un passager
JP2025025728A (ja) * 2023-08-10 2025-02-21 ヤマハ発動機株式会社 船舶推進システムおよびその制御方法、船舶
US20260031416A1 (en) * 2024-07-26 2026-01-29 Lithium Charging Concepts, Inc. System for charging a house battery bank from an alternator

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1210973A (en) 1968-03-05 1970-11-04 Hovermarine Ltd Improvements in or relating to marine craft
US5231946A (en) * 1989-10-11 1993-08-03 Giles David L Monohull fast sealift or semi-planing monohull ship
US5016553A (en) * 1989-12-04 1991-05-21 Spencer William P Vector steering control system
JPH0481387A (ja) 1990-07-23 1992-03-16 Yamaha Motor Co Ltd 水ジェット推進艇
DE69511227D1 (de) * 1994-12-16 1999-09-09 Vetus Den Ouden N V Heckschraube für ein Boot
SE503512C2 (sv) * 1995-05-12 1996-07-01 Mtd Marine Technology Dev Ltd Anordning och förfarande för att torrlägga inloppskanalen i ett vattenjetaggregat samt användning av en sådan anordning
DE19936946C1 (de) 1999-08-05 2001-01-25 Peter Mueller Handhebelsteuerung für Motor- und Sportboote
DE19963476A1 (de) 1999-12-28 2001-07-19 Peter Mueller Handhebelsteuerung für Motor- und Sportboote
WO2001076938A2 (fr) * 2000-04-07 2001-10-18 The Talaria Company, Llc Systeme de commande de godet differentiel pour bateaux a propulsion par hydrojet
NZ531407A (en) * 2001-08-06 2005-08-26 Robert Morvillo Integral reversing and trim deflector and control mechanism
US7222577B2 (en) * 2001-09-28 2007-05-29 Robert A. Morvillo Method and apparatus for controlling a waterjet-driven marine vessel
US7188581B1 (en) 2005-10-21 2007-03-13 Brunswick Corporation Marine drive with integrated trim tab
US7575491B1 (en) * 2007-04-18 2009-08-18 Southern Marine, Inc. Controller for an electric propulsion system for watercraft

Non-Patent Citations (1)

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Title
See references of WO2013010287A2 *

Also Published As

Publication number Publication date
CH705329A2 (de) 2013-01-31
WO2013010287A3 (fr) 2013-03-28
US20160325812A1 (en) 2016-11-10
US20140290552A1 (en) 2014-10-02
WO2013010287A2 (fr) 2013-01-24

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