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WO2004020281A1 - Procede et dispositif de reglage automatique du mecanisme de commande d'un bateau - Google Patents

Procede et dispositif de reglage automatique du mecanisme de commande d'un bateau Download PDF

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Publication number
WO2004020281A1
WO2004020281A1 PCT/DE2003/002625 DE0302625W WO2004020281A1 WO 2004020281 A1 WO2004020281 A1 WO 2004020281A1 DE 0302625 W DE0302625 W DE 0302625W WO 2004020281 A1 WO2004020281 A1 WO 2004020281A1
Authority
WO
WIPO (PCT)
Prior art keywords
boat
propeller
immersion depth
speed
engine
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.)
Ceased
Application number
PCT/DE2003/002625
Other languages
German (de)
English (en)
Inventor
Franz Wieth
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.)
Protec GmbH and Co KG
Original Assignee
Protec GmbH and Co KG
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 Protec GmbH and Co KG filed Critical Protec GmbH and Co KG
Priority to AU2003258480A priority Critical patent/AU2003258480A1/en
Priority to DE10393562T priority patent/DE10393562D2/de
Publication of WO2004020281A1 publication Critical patent/WO2004020281A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B63H20/10—Means enabling trim or tilt, or lifting of the propulsion element when an obstruction is hit; Control of trim or tilt
    • 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
    • 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 and a device for the automatic setting of boat drives with propellers, in particular with so-called surface drives according to the preamble of the respective main claims for the method and the device.
  • the propeller Depending on the operating condition of the boat e.g. Accelerating, displacing or gliding requires the propeller to be immersed in the water at different depths, depending on the situation-related, optimal efficiency.
  • At least the parts of the boat drive that are outside the hull are adjustable in length Adjustment element movably connected to the stern of the boat, the so-called mirror.
  • the adjustment element is here with one of its two sides on the mirror of the boat and is attached with its other side to the housing of the propeller holder in a pivot bearing.
  • this angle is called the trim angle.
  • the propeller dives into the water at different depths.
  • the user of the boat can manually adjust the angle between the mirror and the drive axle from the boat in accordance with the respective operating state or loading state of the boat and thus also the immersion depth of the propeller.
  • Figure 1 shows an inboard and Figure 2 shows an outboard.
  • a motor 2 which is connected to a shaft 4 via a joint 3.
  • a propeller 5 At the end of the shaft 4 there is a propeller 5.
  • sensors are connected to the control unit 6, from which the control unit 6 receives signals em.
  • the sensors are a transmitter 7 which indicates the current position of the throttle control and a speedometer 8 which provides information about the current speed of the boat.
  • Further sensors are located in engine 2 and provide information about engine-specific parameters such as the engine speed, engine load, injection quantity, engine temperature or fuel consumption.
  • the information about the engine-specific parameters can also be taken from a control unit already on the engine side.
  • the control unit 6 in turn influences various actuators and control elements.
  • this is an actuator 9, by means of which the trim angle between the axis of the shaft 4 and the stern 10 of the boat 1 can be adjusted.
  • Further actuators and control elements are located in engine 2 and are also not shown. By in the engine located actuators and / or control elements, for example the fuel supply, the mixture preparation or parameters of the ignition can be set.
  • the position of the boat in relation to the water line 11 changes depending on the respective operating conditions.
  • the boat 1 follows the changes to the engine speed controller / throttle slightly delayed in its movements.
  • the driver's will can be recognized by the position of the engine speed controller.
  • An engine speed controller set to a high level shows that the driver wants to drive at high speed.
  • a change from the current speed level to a higher speed level indicates an acceleration process desired by the driver.
  • the desire for the strength of the acceleration can be derived. If the engine speed controller is in the end position, for example, this can be interpreted so that the driver wants to achieve maximum acceleration and / or maximum speed.
  • the current driver's will can also be derived from the withdrawal of the engine speed controller. A slight retraction indicates that the driver has completed the acceleration process and now wants to continue driving at the speed reached. A complete retraction of the throttle lever indicates braking.
  • the drive should now be set automatically so that the efficiency of the drive is optimal.
  • the drive shaft, the motor, a gearbox and other, not individually listed, are necessary for the functioning of the unit under drive
  • the propeller should not be completely immersed in the water during normal driving.
  • the propeller may be immersed in the water up to the axis. If the propeller continues to immerse, the part of the propeller above the axis causes an increased flow resistance. If, on the other hand, the propeller only dives too little into the water, it does not generate enough propulsion.
  • the flow resistance of the propeller increases non-linearly with the speed of the boat, but is negligible at low speeds.
  • the optimal immersion depth also depends on the characteristics of the respective boat engine. With a relatively low torque motor that only achieves its performance at high speeds, it is more advantageous if the propeller is initially immersed a little less. As a result, the engine reaches the speed faster, at which it achieves the maximum output. With increasing speed the propeller can Dive deeper into the water and then create optimal propulsion.
  • the engine speed controller By starting up the engine speed controller, the engine speed is initially increased, the propeller 5 is only slightly submerged in the water at this time. In this position, the propeller 5 already produces a certain amount. Propulsion.
  • This change in the trim angle is particularly necessary if other measures to increase the engine speed, such as an increased fuel supply, have been unsuccessful.
  • the driving state of the boat 1 changes from so-called displacement to sliding.
  • the fuel consumption in displacement travel is significantly higher than in glide travel.
  • the present invention advantageously enables the displacement phase to be overcome as quickly as possible.
  • the trim angle is now automatically changed again at the transition to sliding so that the propeller 5 continues to be immersed deep enough in the water to produce sufficient feed.
  • the immersion depth of the propeller may have to be readjusted if the speed increases further.
  • the immersion of the propeller 5 at different depths changes the load on the engine and leads to a change in the engine speed.
  • this knowledge is now used to derive a change in the immersion depth of the propeller from a change in the engine speed and / or engine load.
  • the present invention takes advantage of this knowledge and responds to a change in engine speed and / or engine load with a change in the trim angle.
  • the propeller can go deeper from the start immerse and generate sufficient propulsion right from the start, even at lower speeds.
  • This propulsion in turn causes the bow to rise and thus the propeller to be immersed deeper.
  • this non-linear behavior in the flow resistance can be advantageously used by the invention when using a large propeller blade.
  • the propeller always remains so far in the water that the portion remaining in the water generates sufficient thrust without creating too much flow resistance. Thanks to the present invention, it is now even possible to use a completely oversized propeller blade, which would not be usable in conventional boats without the device according to the invention because of the high flow resistance.
  • the present invention brings optimum efficiency not only when accelerating or driving fast, the efficiency can also be increased considerably when braking the boat:
  • a rapid reduction in speed is now achieved according to the invention in that, in addition to reducing the engine speed, the trim is adjusted such that the propeller 5 is immersed as deeply as possible into the water.
  • the increased flow resistance of the propeller generated in this way additionally brakes boat 1.
  • This braking effect generated by the flow resistance of the propeller blade is very high in the present invention precisely because comparatively large propeller blades are used which represent significantly more flow resistance.
  • Another possible operating state is cornering.
  • Propeller axles are arranged to the side of the middle of the boat, the inside propeller dips deeper into the water, while the outside propeller rises out of the water.
  • a different adjustment of the immersion depth is necessary for each drive.
  • each with its own motor it can also be advantageous to regulate the power and / or speed of the motors differently.
  • the adjustment path of the actuator 9 is not sufficient to keep the propeller 5 below the water line 11.
  • the propeller 5 does not find any water resistance and the motor 2 will rev up without a load.
  • the control unit 6 will de-energize the engine 2 in such a case.
  • Control unit 6 receives information about cornering through a steering angle sensor 12.
  • An operating state which is also advantageously influenced by the present invention is the reverse drive.
  • the propeller 5 rotates in the opposite direction and generates a thrust in the direction
  • the trim angle is set such that the stern 10 of the boat 1 is pulled upward by the pull of the propeller and the water flow conveyed by the propeller 5 in the direction of the boat 1 hits the stern 10 as little as possible but runs below the keel. Throttle position and trim angle.
  • the control unit 6 calculates the optimum trim angle in each case from these values.
  • the control device 6 initiates the necessary adjustment of the trim angle via an actuator 9 connected to the control device.
  • control unit 6 can also emit signals for controlling the engine. Intervention in engine management can further increase the efficiency of the control.
  • the control according to the invention now recognizes the current situation on the basis of various sensors.
  • a learning mode is also provided, in which the control system determines the optimum setting of the trim angle during several acceleration processes and transitions between displacement travel in gliding travel.
  • This trim angle which is determined as optimal in each case, is stored as belonging to a specific operating state.
  • trim angle As a result, characteristic-controlled values for the trim angle are available after the learning mode, which can be used. These values can be used, for example, if constant readjustment is not desirable due to heavy seas.
  • the automatic control of the trim angle can also be switched off.
  • the invention is preferably applicable to various types of boat drives provided that they have the propeller axis in the vicinity of the waterline by design.
  • inboard engines in which the engine is arranged on the inside in the hull of the boat
  • the invention can also be applied to an outboard engine, as shown in FIG. 2.
  • outboard engine in which, unlike the known outboard engines, the Propellerach.es is close to the waterline. There, the entire unit is pivoted about a pivot point 13 at the stern of the boat to adjust the immersion depth of the propeller.
  • the invention is preferably applicable in the wide range of sports and leisure boats and small to medium-sized utility boats.

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)

Abstract

Selon l'invention, la profondeur d'immersion de l'hélice sous la ligne de flottaison (11) est modifiée en fonction de l'état de fonctionnement d'un bateau (1).
PCT/DE2003/002625 2002-08-08 2003-08-05 Procede et dispositif de reglage automatique du mecanisme de commande d'un bateau Ceased WO2004020281A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2003258480A AU2003258480A1 (en) 2002-08-08 2003-08-05 Method and device for automatically regulating the drive of a boat
DE10393562T DE10393562D2 (de) 2002-08-08 2003-08-05 Verfahren und Vorrichtung zum automatischen Einstellen eines Bootsantriebes

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10236573 2002-08-08
DE10236573.3 2002-08-08
DE10241912 2002-09-06
DE10241912.4 2002-09-06

Publications (1)

Publication Number Publication Date
WO2004020281A1 true WO2004020281A1 (fr) 2004-03-11

Family

ID=31979439

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/002625 Ceased WO2004020281A1 (fr) 2002-08-08 2003-08-05 Procede et dispositif de reglage automatique du mecanisme de commande d'un bateau

Country Status (3)

Country Link
AU (1) AU2003258480A1 (fr)
DE (1) DE10393562D2 (fr)
WO (1) WO2004020281A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006045685A1 (de) * 2006-09-27 2008-04-03 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Schiffsantriebsanlage mit einem Oberflächenpropeller
EP2011732A1 (fr) 2007-07-04 2009-01-07 Mtu Friedrichshafen Gmbh Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2479119A (en) * 1943-07-30 1949-08-16 Harold I Johnson Propeller drive unit with automatic depth regulation
US4534738A (en) * 1982-03-09 1985-08-13 Mcknight Thomas J Tug type vessel
US5326294A (en) * 1993-05-25 1994-07-05 Schoell Harry L Stern drive for boats
US6431927B1 (en) * 2001-03-23 2002-08-13 Michael W. Sage Outboard propeller drive system for watercraft
US20020174818A1 (en) * 2001-05-25 2002-11-28 Von Wolske James P. Trim tabs and surface drive propeller bite control

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2479119A (en) * 1943-07-30 1949-08-16 Harold I Johnson Propeller drive unit with automatic depth regulation
US4534738A (en) * 1982-03-09 1985-08-13 Mcknight Thomas J Tug type vessel
US5326294A (en) * 1993-05-25 1994-07-05 Schoell Harry L Stern drive for boats
US6431927B1 (en) * 2001-03-23 2002-08-13 Michael W. Sage Outboard propeller drive system for watercraft
US20020174818A1 (en) * 2001-05-25 2002-11-28 Von Wolske James P. Trim tabs and surface drive propeller bite control

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006045685A1 (de) * 2006-09-27 2008-04-03 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Schiffsantriebsanlage mit einem Oberflächenpropeller
DE102006045685B4 (de) * 2006-09-27 2008-07-31 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Schiffsantriebsanlage mit einem Oberflächenpropeller
WO2008037423A3 (fr) * 2006-09-27 2010-03-18 Mtu Friedrichshafen Gmbh Procédé de régulation d'un système de propulsion d'un navire comprenant une hélice
AU2007302298B2 (en) * 2006-09-27 2011-01-20 Mtu Friedrichshafen Gmbh Method for controlling a ship propulsion system comprising a surface propeller
US9037324B2 (en) 2006-09-27 2015-05-19 Mtu Friedrichshafen Gmbh Method for controlling a ship propulsion system comprising a surface propeller
EP2011732A1 (fr) 2007-07-04 2009-01-07 Mtu Friedrichshafen Gmbh Procédé de réglage d'installations de propulsions navales dotées d'hélices de surface
DE102007031056A1 (de) 2007-07-04 2009-01-29 Mtu Friedrichshafen Gmbh Verfahren zur Regelung von Schiffantriebsanlagen mit Oberflächenpropellern
DE102007031056B4 (de) * 2007-07-04 2009-04-02 Mtu Friedrichshafen Gmbh Verfahren zur Regelung von Schiffantriebsanlagen mit Oberflächenpropellern

Also Published As

Publication number Publication date
DE10393562D2 (de) 2005-06-30
AU2003258480A1 (en) 2004-03-19

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