CONTROL HANDLE FOR A MARINE ELECTRIC DRIVE SYSTEM

Abstract

A control handle for controlling an electric drive system of a sailboat is provided. The control handle comprises a handle and a handle shaft, where the control handle is provided with a plurality of engagement positions. A first engagement position is adapted to engage a forward drive mode of the electric drive system, a second engagement position is adapted to engage a reverse drive mode of the electric drive system, a third engagement position is adapted to engage an idle drive mode of the electric drive system, and a fourth engagement position is adapted to engage a hydro energy generation mode of the electric drive system.

Claims

1. A control handle for controlling an electric drive system of a sailboat, where the control handle comprises a handle and a handle shaft, where the control handle is provided with a plurality of engagement positions, where a first engagement position is adapted to engage a forward drive mode of the electric drive system, a second engagement position is adapted to engage a reverse drive mode of the electric drive system, a third engagement position is adapted to engage an idle drive mode of the electric drive system, wherein the first engagement position is reached by rotating the handle in a first direction from the third engagement position, and the second engagement position is reached by rotating the handle in a second direction from the third engagement positionwherein a fourth engagement position is adapted to engage a hydro energy generation mode of the electric drive system, where the fourth engagement position is reached by moving the handle in a first longitudinal direction on the handle shaft, and in that the control handle further comprises a locking position in which none of the engagement positions can be changed, where the locking position is reached by moving the handle in a second longitudinal direction on the handle shaft.

2. Control handle according to claim 1, wherein the first direction is a clockwise direction and the second direction is a counter-clockwise direction.

3. Control handle according to claim 1, wherein the first longitudinal direction is a direction towards a mounting plate of the handle.

4. Control handle according to claim 1, wherein the control handle is provided with a friction brake adapted to hold the handle in the actual rotational position of the handle.

5. Electric drive system for a sailboat comprising a control handle according to claim 1, wherein the electric drive system further comprises an electric machine, a propeller, a battery and an electronic control unit.

6. Electric drive system according to claim 5, wherein the electric drive system is adapted to rotate the propeller with a rotational speed that corresponds to the speed of the sailboat, such that the propeller does not induce any drag, when the idle drive mode is engaged.

7. Electric drive system according to claim 5, wherein the electric machine is disconnected from the propeller by a clutch when the idle drive mode is engaged.

8. Electric drive system according to claim 5, wherein the electric drive system in the hydro energy generation mode controls the rotation of the propeller to a rotational speed that corresponds to a speed that is lower than the actual speed of the sailboat, such that the electric machine generates electricity to the battery.

9. Electric drive system according to claim 8, wherein the controlled rotation of the propeller reduces the speed of the sailboat with a speed between 0.3 to 1 knot.

10. Method for engaging an electric drive system of a sailboat in different drive modes, a generation mode, or a locking position in which none of the engagement positions can be changed, where the modes and locking position are set by the use of a control handle comprising a handle and a handle shaft, comprising: engaging the electric drive system in an idle drive mode when the handle is in a third engagement position, engaging the electric drive system in a forward drive mode by rotating the handle in a first direction from the third engagement position, engaging the electric drive system in a reverse drive mode by rotating the handle in a second direction from the third engagement position, engaging the electric drive system in a hydro energy generation mode by moving the handle in a first longitudinal direction on the handle shaft, and engaging a locking position by moving the handle in a second longitudinal direction on the handle shaft.

11. Sailboat, comprising a control handle according to claim 1.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0019] The invention will be described in greater detail in the following, with reference to the attached drawings, in which

[0020] FIG. 1 shows a schematic sailboat provided with an electric drive system according to the invention,

[0021] FIG. 2 shows a front view of a control handle,

[0022] FIGS. 3a-c shows different longitudinal positions of a handle, and

[0023] FIG. 4 shows a schematic flow chart of the inventive method.

MODES FOR CARRYING OUT THE INVENTION

[0024] The embodiments of the invention with further developments described in the following are to be regarded only as examples and are in no way to limit the scope of the protection provided by the patent claims.

[0025] FIG. 1 shows a schematic sailboat 30 provided with an electric drive system 1 for propelling the sailboat or for generating electric energy. The electric drive system 1 comprises a drive unit 6 comprising an electric machine 5 that is drivingly connected to a propeller 7. The drive unit 6 is mounted on the bottom of the boat, under the hull 3. The electric machine is in the shown example arranged at the lower part of the drive unit. The electric machine may also be arranged inside the hull and may be connected to the propeller through a transmission. The propeller is preferably a fixed, non-foldable propeller. The electric drive system also comprises an electronic control unit (ECU) 15 and a battery 16. The ECU controls the electric drive system.

[0026] The sailboat 30 is provided with a bow 17 arranged at the front of the sailboat and a stern 18 arranged at the rear of the sailboat. A forward travel direction is the normal travel direction of the sailboat and is the direction in which the bow points. A reverse direction is a direction in which the stern points. The control handle 22 may be arranged at the pedestal 20 on which the steering wheel 19 of the sailboat is mounted and may e.g. point in the starboard direction. The control handle 22 may comprise a mounting plate 21 by which the control handle is mounted to the sailboat.

[0027] The sailboat comprises a steering wheel 19 connected to a rudder 4 that is arranged to steer the sailboat. The sailboat is a relatively large sailboat, over around 10 meters or more, where the direction of the sailboat is controlled by one or two steering wheels. The steering wheel controls the direction of the rudder and may also control the direction of the propeller. The control handle 22 is provided with different engagement positions. The use of a control handle at the pedestal of the steering wheel allows a person to control the different drive modes and the regeneration mode of the electric drive system of the sailboat with one hand. The different drive modes and the generation mode are set by moving the handle to different positions. The control handle will send control signals to the ECU depending on the actual engagement position of the handle, such that the ECU will be able to control the electric drive system. The control signals may be sent to the ECU through a wire or through wireless communication.

[0028] In the shown example, the handle can be rotated and can be set in three longitudinal positions. FIG. 3 shows the three longitudinal positions, where FIG. 3a shows the handle 8 in an intermediate position 14, FIG. 3b shows the handle in an outward, second position corresponding to a locking position 13, where the handle has been moved away from the mounting plate of the handle from the intermediate position. FIG. 3c shows the handle in an inward, first position corresponding to a fourth engagement position 12, where the handle has been moved towards the mounting plate of the handle from the intermediate position. In the intermediate position 14, the handle can be rotated in a first, e.g. clockwise direction or in a second, e.g. counter-clockwise direction from the third engagement position.

[0029] FIG. 2 shows an example of a handle 8 in the intermediate position 14 seen from the front of the control handle 22. In this example, the handle 8 can be set in a first engagement position 9, a second engagement position 10 and in a third engagement position 11. The third engagement position 11 is a mid position where the handle is in an idle, not rotated position. The third engagement position sets the electric drive system in a neutral or idle drive mode, in which the propeller will not induce any or minimal drag to the sailboat and in which the propeller does not affect the speed of the sailboat.

[0030] In one example, this is achieved by rotating the propeller with a rotational speed that corresponds to the speed of the sailboat, such that the propeller does not induce any additional drag on the sailboat. By using this type of idle drive mode, the electric machine is always connected and ready to drive the sailboat forwards or backwards at e.g. an emergency. It is also possible to disconnect the electric machine from the propeller with a clutch.

[0031] The handle can be rotated around the handle shaft in order to engage different drive modes of the electric drive system. The first engagement position, the second engagement position and the third engagement position are controlled by rotating the handle when the handle is in an intermediate longitudinal position. The handle can be moved outwards on the handle shaft in order to engage a locking position of the handle, and can be moved inwards on the handle shaft in order to engage the fourth engagement position of the handle.

[0032] In the first engagement position 9, the forward drive mode is engaged, which will rotate the propeller in a forward direction with a speed that is larger than the speed of the sailboat, such that the propeller will drive the boat forward. The first engagement position 9 is in one example reached by rotating the handle 8 in a first, clockwise direction from the third engagement position when seen from the front of the handle, where the rotational position corresponds to a desired forward speed signal that is sent to the ECU. The first engagement position 9 may also be reached by rotating the handle 8 in a counter-clockwise direction from the third engagement position. The rotational direction for the first engagement position may depend on the mounting position of the control handle. With the control handle mounted on the starboard side of the pedestal, a clockwise rotation can be seen as a forward rotation. The handle may be spring-loaded such that the handle will return to the third engagement position if it is released. The control handle may also be provided with a friction brake that holds the handle in the set rotational position. In this way, the handle can be released without affecting the forward speed of the sailboat. It is also possible to hold the handle in the actual rotational position by pulling the handle outwards, away from the mounting plate of the control handle, to the locking position 13. In this position, the handle is locked in a rotational position and cannot be changed. In this way, a person must not hold the handle in a desired position, which may be difficult when handling a steering wheel.

[0033] In the second engagement position, the reverse drive mode is engaged, which will rotate the propeller in a reverse direction such that the propeller will drive the boat rearwards. The second engagement position 10 is in one example reached by rotating the handle 8 in a second, counter-clockwise direction from the third engagement position when seen from the front of the handle, where the rotational position corresponds to a desired reverse speed signal that is sent to the ECU. The second engagement position 10 may also be reached by rotating the handle 8 in a clockwise direction from the third engagement position. The handle may be spring-loaded such that the handle will return to the third engagement position if it is released. The control handle may also be provided with a friction brake that holds the handle in the set rotational position. It would also be possible to lock the handle in the actual rotational position by pulling the handle outwards, away from the mounting plane of the handle to the locking position 13. The locking position may also be selected by moving the handle inwards.

[0034] In the locking position, the handle is locked in the actual rotational position. By moving the handle outwards when in the third engagement position, i.e. when the electric drive system is in the idle drive mode, the idle drive mode is selected and the handle cannot accidentally be rotated to another engagement position. This locked position will be used when sailing. By moving the handle outwards to the locking position when the handle is in the first engagement position defining a desired forward speed of the sailboat, this desired speed will be selected and cannot be changed by accidentally rotating the handle or releasing the handle. This drive mode is useful when there is no wind and the sailboat must use the motor to move forwards.

[0035] In the fourth engagement position, the electric drive system is set in a hydro energy generation mode where the electric machine generates electricity to charge the battery. The fourth engagement position is in one example reached by moving the handle inwards, towards the mounting plate of the control handle. The fourth engagement position may also be reached by moving the handle outwards. In the fourth engagement position, the other drive modes are disabled regardless of the rotational position of the handle.

[0036] In the hydro energy generation mode, the electric drive system is adapted to control the rotation of the propeller to a rotational speed that corresponds to a speed that is lower than the actual speed of the sailboat. In this way, the speed of the boat will force the propeller to rotate such that the electric machine will generate electricity to charge the battery. The ECU will control the induced charge current such that the rotation of the propeller reduces the speed of the sailboat by a predefined amount. The charge current is dependent on the rotational speed of the propeller and may be set in different ways. In one example, the charge current is set in dependence of the speed of the sailboat.

[0037] At a low speed, the charge current is set to a low value in order to minimize the drag of the propeller. At a higher speed, the charge current can be set to a higher value. At a low speed, e.g. between 1 to 4 knots, the charge current may be set to reduce the speed of the sailboat by e.g. a speed between 0.3 to 0.5 knots. At a high speed, e.g. between 5 to 8 knots, the charge current may be set to reduce the speed of the sailboat by e.g. a speed between 0.8 to 1.2 knots. The charge current may also be set in dependency of the actual state of charge of the battery. A low state of charge may set the charge current to a higher value, and a high state of charge may set the charge current to a low value, or may disconnect the electric machine completely, such that the battery is not charged at all. It is also possible to set the desired charge current in a menu system of the control system.

[0038] FIG. 4 shows a schematic flow chart of the method for engaging an electric drive system of a sailboat in different drive modes or a generation mode, where the drive modes or the generation mode are set by the use of a control handle comprising a handle.

[0039] In step 100, the drive mode is an idle drive mode with the handle in a third engagement position. In the idle drive mode, the propeller is either driven with a rotational speed that corresponds to the actual speed of the sailboat, such that the propeller does not induce any drag on the sailboat, or is disconnected from the electric machine such that the propeller can rotate freely.

[0040] In steps 110, the drive mode is a forward drive mode where the sailboat is driven forwards by the propeller. The forward drive mode is reached by turning the handle in a first direction, e.g. clockwise direction, and the desired speed is set by the rotational position of the handle. If the handle is spring-loaded, the handle will return to the third engagement position when the handle is released. If the control handle is provided with a friction brake, the handle will remain in the selected rotational position until the handle is turned back to the third engagement position. It is also possible to lock the handle in the selected rotational position by pulling the handle towards a locking position.

[0041] In step 120, the drive mode is a reverse drive mode where the sailboat is driven rearwards by the propeller. The reverse drive mode is reached by turning the handle in a second, e.g. counter-clockwise direction, and the desired speed is set by the rotational position of the handle. If the handle is spring-loaded, the handle will return to the third engagement position when the handle is released. If the control handle is provided with a friction brake, the handle will remain in the selected rotational position until the handle is turned back to the third engagement position. It is also possible to lock the handle in the selected rotational position by pulling the handle towards a locking position.

[0042] In step 130, the electric drive system is in a hydro energy generation mode where the battery of the sailboat is charged by the electric machine driven by the propeller. The hydro energy generation mode is reached by moving the handle inwards, towards the mounting plate of the control handle. In the hydro energy generation mode, the ECU can control the propeller to rotate with a speed corresponding to a speed that is lower than the actual speed of the sailboat, such that the speed of the sailboat drives the propeller. The rotational speed of the propeller corresponds to a charge current to the battery. The ECU can control the charge current to a desired amount, depending e.g. on the actual speed of the sailboat or the state of charge of the battery.

[0043] The invention is not to be regarded as being limited to the embodiments described above, a number of additional variants and modifications being possible within the scope of the subsequent patent claims.

TABLE-US-00001 REFERENCE SIGNS 1: Electric drive system 2: Shaft 3: Boat hull 4: Rudder 5: Electric machine 6: Drive unit 7: Propeller 8: Handle 9: First engagement position 10: Second engagement position 11: Third engagement position 12: Fourth engagement position 13: Locking position 14: Intermediate position 15: Electronic control unit 16: Battery 17: Bow 18: Stern 19: Steering wheel 20: Pedestal 21: Mounting plate 22: Control handle 30: Sailboat