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WO2017202468A1 - Agencement de positionnement d'unité de propulsion hors-bord et procédé de déplacement - Google Patents

Agencement de positionnement d'unité de propulsion hors-bord et procédé de déplacement Download PDF

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Publication number
WO2017202468A1
WO2017202468A1 PCT/EP2016/061903 EP2016061903W WO2017202468A1 WO 2017202468 A1 WO2017202468 A1 WO 2017202468A1 EP 2016061903 W EP2016061903 W EP 2016061903W WO 2017202468 A1 WO2017202468 A1 WO 2017202468A1
Authority
WO
WIPO (PCT)
Prior art keywords
marine vessel
outboard propulsion
arrangement
displacement
arrangement according
Prior art date
Application number
PCT/EP2016/061903
Other languages
English (en)
Inventor
Peter TUULIAINEN
Original Assignee
Volvo Penta Corporation
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 Volvo Penta Corporation filed Critical Volvo Penta Corporation
Priority to PCT/EP2016/061903 priority Critical patent/WO2017202468A1/fr
Publication of WO2017202468A1 publication Critical patent/WO2017202468A1/fr

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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
    • B63H20/02—Mounting of propulsion units
    • 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
    • B63H2020/003—Arrangements of two, or more outboard propulsion units

Definitions

  • the invention relates to an outboard propulsion unit positioning arrangement and a method for balancing the weight distribution and/or propulsion of a marine vessel.
  • the invention can be applied in marine vessels such as cargo ships, transport ships, passenger ferries, barges, leisure boats such as mono hulls, catamarans, trimarans, rigid hull inflatable boats (RIB), Walk arounds, day cruisers, houseboats and the like.
  • marine vessels such as cargo ships, transport ships, passenger ferries, barges, leisure boats such as mono hulls, catamarans, trimarans, rigid hull inflatable boats (RIB), Walk arounds, day cruisers, houseboats and the like.
  • the hull is developed to reduce draft and resistance through water.
  • the outboard engines are constantly in focus to reduce the fuel consumption while increasing the power output.
  • multiple outboard engines can be mounted on the transom of the boat. Little effort is however put into manoeuvring boats especially at low speed.
  • the US patent application no. US 2002/0086594 A1 disclose an adjustable length bar for controlling the direction of thrust by two outboard engines.
  • a boat having two outboard engines arranged with the adjustable bar is also disclosed.
  • the adjustable bar may be configured to be extended or retracted.
  • the twin outboard engines In a first state, the twin outboard engines may be set in a cruising mode with two parallel thrusts formed from the two outboard engines.
  • the two outboard engines In a second mode the two outboard engines may be set in a manoeuvring mode with the two outboard engines slightly rotated to form intersecting thrust directions forming a V.
  • the V formed thrust direction is said to improve the manoeuvring properties of the boat.
  • the two outboard engines are positioned at fixed positions.
  • the outboard engines and the boat may be trimmed.
  • the fuel consumption and the speed may be improved.
  • two systems are at play; a trim/tilt system and a trim tab actuator system.
  • the trim/tilt system is configured to tilt the outboard engines to a desired angle with respect to the pivot axis and the hull.
  • the trim/tab actuator system is formed by two pivotable plates positioned flush with the underside of the hull. By manipulating the two systems, the boat may easier be on plane and speed increases as fuel consumption is reduced.
  • the inventors have now found an arrangement which may be used for improving the manoeuvring of a marine vessel, especially at low speed.
  • the arrangement may further be used for trimming the marine vessel when driving.
  • An object of the invention is to provide an outboard propulsion unit positioning
  • the object is at least partly achieved by an arrangement according to claim 1 and a method according to claim 24. It is further an object to at least reduce the drawbacks of the prior art or to provide a useful alternative thereto.
  • an outboard propulsion unit positioning arrangement for a marine vessel adapted to be mounted on the transom of the marine vessel.
  • the marine vessel has a vertical axis, a transverse axis and a longitudinal axis.
  • the outboard propulsion unit positioning arrangement comprises at least a first and a second mounting portion for mounting a first and a second outboard propulsion unit.
  • the outboard propulsion unit positioning arrangement comprises a displacement arrangement adapted to translatory displace at least one of the first and the second mounting portions in a direction along the transverse axis of the marine vessel.
  • the arrangement further enables a marine vessel to be balanced by shifting the weight distribution.
  • the arrangement is preferably configured to permit balancing when driving as a trim or as a temporary response to a detected parameter such as the roll angle of the marine vessel. Heeling of the boat may thus be prevented or at least reduced and it might be possible to remove the trim plans on some marine vessels. It permits individual translatory displacement of a first and a second propulsion unit, independently of each other.
  • the marine vessel When driving, even at low speeds, and turning sharply, the marine vessel will want to roll about its longitudinal axis as a consequence of the centrifugal force the marine vessel is subjected to.
  • the arrangement may be very useful to counteract the roll forces. This may be especially advantageous during a sharp turn to avoid a collision, i.e. an emergency turn. It has further been found that the arrangement may be useful during docking procedures, and especially when the marine vessel is operated via a single driver interface such as a joystick. The arrangement is thus useful for sideway displacement of the marine vessel.
  • the outboard propulsion units may be positioned as far away from each other as possible and thus provide good thrust and leverage on the marine vessel.
  • the translatory displacement may be performed as a response to an input signal from an electronic control unit.
  • the input signal from the electronic control unit may be a signal derived from; a manual steering device, an automated steering device, a gyro, a throttle, an accelerometer, a speedometer, a fuel gauge, a water gauge, a GPS device, or combinations thereof.
  • the arrangement may be steered as a response to different prevailing conditions on the marine vessel. This provides versatility. Just as matter of example, a prevailing condition could be the inclination of the marine vessel.
  • the first and the second mounting portions may be shaped in different ways.
  • the first and the second mounting portions may be a first and a second bracket for example.
  • the first and the second outboard propulsion unit mounted on the first and the second brackets may thus be translatory displaceable.
  • the mounting portions may be formed by a portion of the outboard propulsion units.
  • the translatory displacement of the first and the second mounting portions may be adapted to compensate for heel, or to achieve a selected inclination of the marine vessel.
  • the marine vessel may be temporarily subjected to a change of the weight distribution due to an excessive amount of people sitting at the port side of the marine vessel.
  • the first and the second mounting portions, and thus the first and the second outboard propulsion units may be displaced to counteract the heel.
  • the counteracting of the marine vessels heel may be done when the marine vessel in harbour or when driving.
  • the first and the second mounting portions are arranged to at least one sliding rail.
  • Each guiding rail operate as a guiding member to the first and the second mounting portion and a predetermined track along which the translatory displacement may be made and thus provides an arrangement which may be adapted to specific marine vessels and specific needs.
  • the sliding rail may be formed by one continuous sliding rail or by two separate sliding rails.
  • the first mounting potion may be provided on a first sliding rail, and the second mounting portion may be provided on a second sliding rail. This provides versatility to the displacement arrangement.
  • Each mounting portion may further be operative on one or more sliding rails. Just as a matter of example, each mounting portion may be operable on two sliding rails enabling the mounting portion to be translatory displaced along different tracks.
  • the at least one sliding rail may be a straight sliding rail, an angled sliding rail, a curved sliding rail or combinations thereof. This enables flexibility in the direction of the translatory displacement may be performed.
  • the first and/or the second mounting portion may be adapted to carry one or more outboard propulsion units, such as two or more. If a marine vessel comprises four outboard propulsion units, it may be advantageous to translatory displace the outboard propulsion units in pairs.
  • the arrangement may be adapted to mount three or more outboard propulsion units. It is possible to provide a displacement arrangement comprising two or more mounting portions such as three, four, five, six or more mounting portions. However, it is also possible to provide two mounting portions while having at least three outboard propulsion units. In such an arrangement, the third outboard propulsion unit may be fixedly mounted to the marine vessel and thus fixed from translatory displacement.
  • One of the three or more outboard propulsion units may be fixed with respect to the translatory displacement.
  • By having both fixed outboard propulsion units and translatory displaceable outboard propulsion units it may be possible to provide marine vessels having three or more outboard propulsion units with a cheaper alternative than mounting all the outboard propulsion units on translatory displaceable mounting portions.
  • the first and the second mounting portions are adapted to be displaced synchronously in the same direction. If having three or more mounting portions, two of the three or more mounting portions may be adapted to be displaced
  • the arrangement may comprise an electronic control unit and at least one sensor.
  • the at least one sensor may be one or more of a fuel & engine gauges, water gauges, gyros, speedometers, GPS devices, accelerometers, propulsion unit angle sensors, outboard propulsion position sensors or the like. This provides a responsive arrangement which can be adapted to compensate or to trim a marine vessel and different prevailing conditions of the a marine vessel.
  • the at least one sensor may be a gyro.
  • the displacement of the first and the second mounting portions may thus be made in response to a signal from the gyro in order to e.g. change a weight distribution or the balance the marine vessel during a turn.
  • the displacement of the mounting portions may be temporarily prevented.
  • the at least one sensor may be a speedometer.
  • the translatory displacement of the first and the second mounting portions may be permitted only when a value of the speedometer is below a threshold value. It has been found that it may be advantageous to prevent displacement of the mounting portions in high speed. However, in some occasions it may be advantageous to permit displacement even at high speed. Such occasion may be to trim position of the propulsion units, especially during a turn when performing so called Ackermann steering.
  • first and the second mounting portions cannot be displaced faster than a predetermined velocity when the marine vessel travels faster than a predetermined velocity.
  • the first and the second mounting portions should be restricted from being displaced at its maximum displacement velocity. This will impart a slower and more controlled balancing of the marine vessel during high speed.
  • the first and the second mounting portions may be translatory displaced to a mooring position.
  • the distance between the first and the second mounting portions may be substantially maximized or minimized. If the distance is maximised, it provides for advantageous thrust positions especially for performing sharp turns, or sideway displacement.
  • the displacement arrangement may comprises a hydraulic actuator, pneumatic actuator, electronic actuator, rotatable threaded shaft, or gear rack arrangement to displace at least the first and the second mounting portions.
  • the mounting portions may be displaced in different manners and it may be advantageous to adapt the specific mechanism behind the displacement to specific marine vessels. Hence this provides versatility to the arrangement in terms of that it is compatible with different types of displacement mechanism.
  • the displacement arrangement may comprise at least one mounting portion position indicator. This will provide relevant information to the driver and to the ECU e.g. an ECU of the marine vessel.
  • the outboard propulsion unit positioning arrangement comprises at least a first and a second outboard propulsion unit. At least a first and a second outboard propulsion unit may be arranged on the first and second mounting portions respectively.
  • the first and the second mounting portions may be an integrated portion on the outboard propulsion unit or the outboard propulsion units may be arranged on the mounting portions via standard attachment arrangements.
  • the first and the second mounting portions may each be arranged with a vertical displacement mechanism and/or a tilt mechanism. This will enable the outboard propulsion units to be raised form the water or trim in a traditional manner for example.
  • a marine vessel comprising an outboard propulsion unit positioning arrangement is also disclosed herein, and at least a first and a second outboard propulsion unit.
  • the outboard propulsion unit positioning arrangement may be arranged on the transom of the marine vessel.
  • the outboard propulsion unit positioning arrangement is arranged so that the translatory displacement is substantially parallel with or collinear to the transverse axis of the marine vessel, or substantially follows the shape of the hull of the marine vessel.
  • the shape of the hull it is meant that it follows the main form of the hull when viewed towards the transom, as illustrated by some of the figures herein. This enables a marine vessel with good trim and balancing capabilities.
  • At least first and the second outboard propulsion units can be pivoted in order to steer the marine vessel in a sideways direction. It has been found that the arrangement is advantageous when used for sideway displacements of the marine vessel. Hence marine vessels having the capability to position the outboard propulsion units enabling a sideway displacement, preferably cooperating with a bow thruster, is especially advantageous.
  • At least one object is at least partly met by a method for balancing the weight distribution and/or propulsion of a marine vessel.
  • the marine vessel comprises an outboard propulsion unit positioning arrangement and at least a first and a second outboard propulsion unit.
  • the marine vessel has a vertical axis, a transverse axis, and a
  • the method comprises displacing at least one of the first and the second outboard propulsion units with a translatory displacement in a direction along the transverse axis.
  • the translatory displacement of the first and the second outboard propulsion units may be made towards each other, or away from each other, optionally in the same direction, preferably synchronously.
  • the translatory displacement may be made as response to an input signal from an electronic control unit.
  • the invention can be applied in marine vessels such as cargo ships, transport ships, passenger ferries, barges, leisure boats such as mono hulls, catamarans, trimarans, rigid hull inflatable boats (RIB), Walk arounds, day cruisers, houseboats and the like.
  • marine vessels such as cargo ships, transport ships, passenger ferries, barges, leisure boats such as mono hulls, catamarans, trimarans, rigid hull inflatable boats (RIB), Walk arounds, day cruisers, houseboats and the like.
  • Fig. 1 shows a schematic overview of a marine vessel and its steering and propulsion arrangement for operating the marine vessel.
  • Fig. 2-5 show the marine vessel with a view towards the transom of the marine vessel and with the outboard propulsion units at different positions.
  • Fig. 6 shows the marine vessel with a view from above and with the outboard propulsion units at different positions.
  • Fig. 7a- 7d shows different configurations of displacement mechanisms illustrated using sliding rails in different configurations.
  • Fig. 8 shows a schematic block diagram of a method for balancing the weight distribution of a marine vessel.
  • FIG. 1 shows a schematic overview of a marine vessel 10 and a steering and propulsion arrangement 20 for operating the marine vessel 10.
  • the steering and propulsion arrangement 20 comprises a helm station 21 .
  • the helm station 21 is provided with a joystick 22, a steering wheel 23, throttles 24 and instrument and navigational data interface 25.
  • the joystick 22 represents a single driver interface.
  • a single driver interface enables a driver of the marine vessel to operate the steering and the propulsion of the marine vessel in a desired direction using only one single driver interface.
  • a joystick is an example of such single driver interface.
  • Another example is a touch pad interface representing a virtual joystick.
  • a steering and thruster control module 26 operates as an integrating hub between the devices of the marine vessel 10 and specifically between the helm station 21 and the outboard propulsion units of the marine vessel 10.
  • a navigation unit 27 such as an electronic compass and GPS device provides navigational data.
  • the navigation unit may further operate as an autopilot.
  • the steering and propulsion arrangement 20 can further comprises a bow thruster 28 positioned in the bow of the marine vessel 10.
  • a bow thruster is located forward of the midship of the marine vessel, preferably in the proximity of the bow.
  • the steering and thruster control module 26 may comprise sensors or be communicating with one or more sensors of the marine vessel such as gyros, speedometers, fuel & engine gauges, water gauges, GPS devices, accelerometers, propulsion unit angle sensors, or the like.
  • the marine vessel 10 comprises a first and a second outboard propulsion unit 40, 41 arranged on the transom 1 1 of the marine vessel 10.
  • the first and the second outboard propulsion units 40, 41 are controlled via the helm station 21 , e.g. via the joystick 22, the steering wheel 23 and/or the throttle 24.
  • the outboard propulsion units 40, 41 may be electrical motors, internal combustion engines (ICE) such as gasoline or diesel powered engines, or electrical and ICE hybrid propulsion unit.
  • ICE internal combustion engines
  • the first and the second outboard propulsion units 40, 41 are also referred to as port outboard propulsion unit 40 and starboard outboard propulsion unit 41 .
  • the marine vessel 10 may be provided with two or more outboard propulsion units, such as three four or more.
  • the outboard propulsion unit positioning arrangement 30 may thus be arranged to operate two or more outboard propulsion units, at least three, or at least four outboard propulsion units.
  • This option to displace the propulsion units on the marine vessel in a translatory motion is available when the marine vessel is stationary or during motion, e.g. to prevent inclination.
  • the weight distribution can thus be controlled e.g. in turns to counteract the inclination of the boat.
  • the yaw leverage which the thrust will impart on the marine vessel may be controlled without adjusting the throttle or even the steering of the specific propulsion unit. This provides additional trim capabilities.
  • the marine vessel 10 has a length extending along a longitudinal axis La, a width extending along a transverse axis Ta, and a height extending along a vertical axis Va.
  • Figure 2 shows the marine vessel 10 of figure 1 with a view towards the transom 1 1 and the first and the second outboard propulsion units 40, 41 .
  • Figure 2 further shows the outboard propulsion unit positioning arrangement 30, a schematic illustration of the steering and thruster control module 26.
  • the outboard propulsion unit positioning arrangement 30 comprises a displacement arrangement 31 adapted to translatory displace the first and the second outboard propulsion units 40, 41 .
  • the translatory displacement is illustrated by the arrows in figure 2.
  • the outboard propulsion unit positioning arrangement 30 comprises a first and a second mounting portion 32, 33 on which the first and the second outboard propulsion units 40, 41 are respectively arranged.
  • the displacement arrangement 31 is adapted to displace the first and the second mounting portions 32, 33 so as to effectuate a displacement of the first and the second outboard propulsion units 40, 41 in a transverse direction, i.e. in a direction along the transverse axis Ta of the marine vessel 10.
  • the displacement is effectuated as a response to an input signal from the steering and thruster control module 26 operating as an electronic control unit ECU.
  • ECU electronice
  • the marine vessel 10 advantageous to move the point of balance when driving the marine vessel 10 e.g. to trim the marine vessel or to compensate for persons sitting on the side of the marine vessel 10. It may also be advantageous to displace the first and the second outboard propulsion units 40, 41 during a docking scenario. It may further be advantageous to displace the first and the second outboard propulsion units 40, 41 after the marine vessel has docked.
  • the outboard propulsion unit positioning arrangement 30 may be configured in different ways. It is important however that the outboard propulsion unit positioning arrangement 30 enables the displacement of both the first and the second mounting portions 32, 33 so that the first and the second outboard propulsion units 40, 41 may be displaced.
  • the outboard propulsion unit positioning arrangement 30 in figures 2-5 comprises a sliding rail 35 along which the first and the second mounting portions 32, 33 may slide. As an option, instead of having two or more outboard propulsion units sharing one sliding rail, each outboard propulsion unit may be mounted on its own sliding rail, i.e. its own displacement mechanism.
  • the sliding rail 35 is positioned on the transom 1 1 of the marine vessel 10, and extends in a transverse direction along the transverse axis Ta across the transom 1 1 .
  • the sliding rail 35 extends a length Le across the transom 1 1 .
  • the length Le of the sliding rail in the transverse direction is in the shown embodiment approximately 90 % of the width of the transom 1 1 .
  • the slide rail 35 is arranged slightly above the water line of the marine vessel, indicated in figure 2 by a still water line Sw.
  • the displacement arrangement 31 may also be configured in different ways.
  • the displacement arrangement 31 is in figure 2 formed by a first and a second hydraulic piston which may be operated so as to displace the first and the second mounting portions 32, 33 and thus the first and the second outboard propulsion units 40, 41 .
  • the first and the second hydraulic piston is shown as being mounted on the transom as well, but may as an option be mounted inside of the hull of the marine vessel 10 and act on the first and the second mounting portions 32, 33 through a slot in the hull if desirable.
  • Other suitable mechanism to displace the first and the second mounting portions 32, 33 are pneumatic pistons, electric actuators, gear racks, rotatable treaded shafts, chain- or wire mechanisms, just to mention a few.
  • Mounting portion and/or outboard propulsion units position indicators may of course be provided.
  • FIG 3 shows the marine vessel of figure 2 but with a load L applied on the port side of the marine vessel 10.
  • the load L is only for illustrative purposes and representative of any load which may temporarily heel the marine vessel 10, i.e. changing the weight distribution or the marine vessel may be subjected to a wave which heels the boat.
  • a gyro continuously forwards the roll angle of the marine vessel to the steering and thruster control module 26.
  • the steering and thruster control module 26 detect a deviation of the roll angle of the marine vessel 10 and compensates for the deviation by displacing the first and the second outboard propulsion units 40, 41 to starboard as indicated by the arrows above the first and the second outboard propulsion units 40, 41 .
  • Figure 4 shows the marine vessel 10 after the displacement of the first and the second outboard propulsion units 40, 41 .
  • the marine vessel 10 is again horizontal, i.e. parallel with the still water line Sw.
  • Figure 4 indicates with dashed lines the earlier positions of the first and the second outboard propulsion units 40, 41 .
  • the first and the second outboard propulsion units 40, 41 may be displaced back to their original, or earlier, positions, in figure 4 indicated by the dashed lines.
  • the first and the second outboard propulsion units 40, 41 may be displaced back and forth as response to an input signal from the steering and thruster control module 26, or any other suitable ECU.
  • Figure 5 shows the marine vessel 10 but with the first and the second outboard propulsion units 40, 41 displaced to the ends of the sliding rail 35.
  • the first and the second outboard propulsion units 40, 41 are as far away from each other as possible.
  • the driver has in the shown embodiment given a mooring command, or docking command, via the helm station of the marine vessel 10.
  • the first and the second outboard propulsion units 40, 41 are as far away from each other as possible. This will provide better joystick steering conditions for example.
  • the first and the second outboard propulsion units 40, 41 are rotated e.g. 90 5 port or starboard dependent on the desired direction of displacement.
  • the marine vessel 10 may thereafter be displaced in a straight starboard or a straight port direction if desirable.
  • Figure 6 shows the marine vessel 10 with a view from above.
  • Figure 6 further shows the first and the second propulsion units 32, 33.
  • the mounting portion may be translatory displaced in order to translatory displace at least one of the first and the second propulsion units 32, 33.
  • Figure 6 illustrates the scenario in which the driver balances the marine vessel when driving, the purpose being to move the thrust with respect to the marine vessel 10 and the longitudinal centre line.
  • the first propulsion unit 32' indicated by dashed lines has been translatory displaced slightly towards port in order to increase the yaw leverage of the thrust the first outboard propulsion units 32 imparts with respect to the longitudinal centreline of the marine vessel 10. It has been found that this may be specifically useful when turning the marine vessel. It is thus very advantageous that at least one of the mounting portions, preferably all, may be translatory displaced when turning the marine vessel. This provides great trim capabilities to the marine vessel.
  • At least one of the mounting portions may be translatory displaced in order to increase the yaw leverage of the thrust, especially when turning the marine vessel.
  • at least one of the mounting portions may be translatory displaced in order to decrease the yaw leverage of the thrust.
  • Each mounting portion disclosed herein may be provided with a vertical displacement mechanism and/or a tilt mechanism enabling the associated propulsion unit to be lifted out of the water and/or trimmed.
  • the extension of the sliding rail 35 may vary, as disclosed above the extension of the sliding rail is horizontal, i.e. parallel with the still water line Sw. It should be noted however that the sliding rail may have different configurations.
  • Figures 7a- 7d shows different embodiments of the sliding rail 35.
  • sliding rails 35 are symmetrical in its form when comparing starboard and port side of the sliding rails 35.
  • the sliding rail 35 may have different shapes.
  • Figure 7a shows a sliding rail 35 having a slightly curved shape.
  • Figure 7b shows the sliding rail 35 having a straight inclined shape, displacing the respective mounting portion upwards and towards the deck. It has been found that this may increase the leverage that the propulsion units impart to the marine vessel.
  • Figure 7c has a first straight portion followed by an inclining straight directed portion.
  • Figure 7d has a first straight portion and an inclined portion which substantially intersect each other at a gear station 36.
  • the gear station 36 permits the selection of which sliding rail the propulsion unit should take.
  • a driver, or the steering and thruster control module 26, or any other suitable ECU may thus prompt the associated propulsion unit towards the desired position dependent on the situation and purpose of displacement.
  • the disclosure also relates to a method for balancing the weight distribution of a marine vessel comprising at least a first and a second outboard propulsion unit.
  • the marine vessel has a vertical axis, a transverse axis, and a
  • the method comprises the steps of displacing the first and the second outboard propulsion units with a translatory displacement in a direction along the transverse axis optionally as response to an input signal from an electronic control unit.
  • Figure 8 shows a schematic block diagram for the purpose of illustrating an embodiment of the present invention.
  • a selected parameter is determined, such as the inclination, i.e. roll angle, turning angle and/or speed of the marine vessel using at least one sensor.
  • the heel of the marine vessel may be
  • a gyro continuously or intermittently measured via a gyro, or be measured upon a command via an input signal at a helm station.
  • the sensor forwards the signal of the inclination to an ECU such as the steering and thruster control module.
  • an ECU such as the steering and thruster control module.
  • other sensors may be selected to gather data such as manual steering devices, automated steering device, a gyro, a throttle, an accelerometer, a speedometer, a fuel gauge, a water gauge, a GPS device, or combinations thereof.
  • the ECU receives the sensor signal e.g. from a gyro.
  • the received sensor signals are processed to determine if they should be followed by a consequence.
  • the ECU may determine to act, or not to act.
  • the ECU can optionally or additionally be prompted to act by a user, e.g. via the helm station of the marine vessel.
  • an algorithm of the steering and thruster control module determines if the received signal is above or below a selected threshold value.
  • the selected threshold value may be set by the driver, or it may be a pre-set value e.g. set as a roll stabilizing function. If the gyro signal is below the selected threshold value, no action is taken. If e.g. the selected parameter is velocity, and the sensor is a speedometer, it may be possible that a threshold value is set to prevent a too fast displacement of the propulsion units.
  • the steering and thruster control module initiate a propulsion unit displacement 140 if the gyro signal is above a selected threshold value, or as optionally mentioned if the velocity of the marine vessel is below a selected threshold value.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

La présente invention concerne un agencement de positionnement d'unité de propulsion hors-bord (30), pour un bateau (10), conçu pour être monté sur le tableau (2) du bateau (10), et un procédé pour équilibrer la répartition de poids et/ou la propulsion d'un bateau (10). L'agencement de positionnement d'unité de propulsion hors-bord (5) comprend au moins des première et seconde parties de montage (11, 12) pour monter des première et seconde unités de propulsion hors-bord (15, 16). L'agencement de positionnement d'unité de propulsion hors-bord (5) comprend un agencement de déplacement (20) conçu pour déplacer en translation au moins une des première et seconde parties de montage (11, 12) dans une direction le long de l'axe transversal (Ta) du bateau (1). L'agencement et le procédé permettent d'obtenir de bonnes plages de compensation du bateau.
PCT/EP2016/061903 2016-05-26 2016-05-26 Agencement de positionnement d'unité de propulsion hors-bord et procédé de déplacement WO2017202468A1 (fr)

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PCT/EP2016/061903 WO2017202468A1 (fr) 2016-05-26 2016-05-26 Agencement de positionnement d'unité de propulsion hors-bord et procédé de déplacement

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PCT/EP2016/061903 WO2017202468A1 (fr) 2016-05-26 2016-05-26 Agencement de positionnement d'unité de propulsion hors-bord et procédé de déplacement

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112339968A (zh) * 2019-08-09 2021-02-09 川崎重工业株式会社 船舶
US12065230B1 (en) 2022-02-15 2024-08-20 Brunswick Corporation Marine propulsion control system and method with rear and lateral marine drives
US12110088B1 (en) 2022-07-20 2024-10-08 Brunswick Corporation Marine propulsion system and method with rear and lateral marine drives
US12134454B1 (en) 2022-07-20 2024-11-05 Brunswick Corporation Marine propulsion system and method with single rear drive and lateral marine drive

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JPS6271799A (ja) * 1985-09-26 1987-04-02 Sanshin Ind Co Ltd 船舶の操舵装置
US20020086594A1 (en) 2000-10-18 2002-07-04 Colyvas Constantine N. Maneuvering adjustor for twin engine vessels
WO2015036948A1 (fr) * 2013-09-11 2015-03-19 Raymond Charles De Vere Appareil de fixation, système de fixation, procédé de commande d'un engin nautique et engin nautique

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6271799A (ja) * 1985-09-26 1987-04-02 Sanshin Ind Co Ltd 船舶の操舵装置
US20020086594A1 (en) 2000-10-18 2002-07-04 Colyvas Constantine N. Maneuvering adjustor for twin engine vessels
WO2015036948A1 (fr) * 2013-09-11 2015-03-19 Raymond Charles De Vere Appareil de fixation, système de fixation, procédé de commande d'un engin nautique et engin nautique

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112339968A (zh) * 2019-08-09 2021-02-09 川崎重工业株式会社 船舶
US12065230B1 (en) 2022-02-15 2024-08-20 Brunswick Corporation Marine propulsion control system and method with rear and lateral marine drives
US12110088B1 (en) 2022-07-20 2024-10-08 Brunswick Corporation Marine propulsion system and method with rear and lateral marine drives
US12134454B1 (en) 2022-07-20 2024-11-05 Brunswick Corporation Marine propulsion system and method with single rear drive and lateral marine drive

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