Motor-Boat Control System

Abstract

The invention concerns a computer-based system to control and steer high-speed boats by means of handlebar (23) and a plurality of control members (8, 9, 11) for a plurality of functions, critical for the manoeuvre, with a retained two-hand control of steering.

Claims

1.-26. (canceled)

27. A motor-boat control system, comprising: a turnable handlebar having two handles, at least one of which is twisted to control motor speed, the turnable handlebar connected to a steering housing and controlling steering of the motor-boat; and an electronic processor that controls members that activate steering deflection of a power train in response to electronically decoded turning motion of the handlebar and commands for rotational speed control and gear changing; wherein the members are carried by the handlebar or by the steering housing for the handlebar; the two handles each have an outer part and an inner part, either the outer part or the inner part is coupled to a twist position decoder and the other of the outer part and inner part is rotationally fixed, or the two handles are split such that respective outer and inner parts are twistable and coupled to respective twist position decoders; the handles cause the electronic processor to control motor-boat functions, including at least one of throttle, location of water-jet bucket, trim position, and trim interceptors; both handles are connected to a steering shaft and are coupled to an angle decoder for gear changing regulation; and the steering shaft is twistable and is coupled to an angle decoder for steering the motor-boat according to the two handles and steering case housing.

28. The control system of claim 27, wherein the handles have electronic locking so that a selected inactive handle is stopped from rotating.

29. The control system of claim 27, wherein steering deflection of the motor-boat is progressive in relation to steering deflection of the handlebar.

30. The control system of claim 29, wherein sensitivity of steering deflection decreases at steering positions near midship rudder and increases at greater rudder angles.

31. The control system of claim 27, wherein members for controlling interceptors are placed so that they can be activated with a retained grip around the handles, and members for activating impulse action of the interceptors are placed where they can be activated with the retained grip.

32. The control system of claim 27, wherein the handles are attached by separate fastening devices but are electronically linked together so that they are immovable separately but can be moved together.

33. The control system of claim 27, wherein the steering housing accommodates the electronic processor.

34. The control system of claim 33, wherein the steering housing further accommodates the angle decoder for steering the motor-boat.

35. The control system of claim 27, wherein the steering housing includes a concentric hydraulic steering damper that damps a speed of steering deflection and makes a turning resistance speed dependent.

36. The control system of claim 27, wherein the steering case housing includes an electronic steering damper that damps a speed of steering deflection.

37. The control system of claim 27, wherein members for controlling power trim are placed on the handlebar and activated with a retained grip around the handles.

38. The control system of claim 27, further comprising a control member that selects between controlling respective power trains with respective handles and controlling several power trains by one handle.

39. The control system of claim 27, wherein members are arranged so that gear position is selected using the same handles that control rotational speed, whereby twisting a handle in one direction past a certain angle engages a forward gear and continued twisting in the one direction successively increases the rotational speed, and twisting the handle past a certain angle in an opposite direction engages a rear gear and then successively increases the rotational speed.

40. The control system of claim 27, wherein a speed of turning the handlebar is limited by a steering damper so that the handlebar is prevented from being turned faster than steering deflection of the motor-boat has time to follow.

41. The control system of claim 27, wherein up to a first turning force the handlebar is prevented from being turned substantially further than its correspondence to an actual steering deflection and the handlebar includes a force sensor that transmits signals to the electronic processor to increase a speed of rudder deflection upon a turning force greater than the first turning force.

42. The control system of claim 27, wherein the handlebar is suspended in elastic elements so that shocks propagating through the handlebar are damped.

43. The control system of claim 27, wherein the steering housing has a display that graphically displays at least one of a selected gear position and a selected single mode or a dual mode.

44. The control system of claim 27, wherein the steering housing has a joystick for control.

45. The control system of claim 27, wherein the steering housing has a display that graphically displays how the motor-boat is intended to move according to commands given by the electronic processor.

46. The control system of claim 27, wherein twist positions of the handles are tactilely or visibly indicated.

47. The control system of claim 27, wherein gear selector regulators are placed on the handlebar and activated with a retained grip of the handles.

Description

LIST OF DRAWINGS

[0046] FIG. 1 shows a control system configured for double power trains with S-drive.

[0047] FIG. 2 shows a control system configured for double power trains with water-jet.

[0048] FIG. 3 shows a control system configured for double power trains with outboard motors.

[0049] FIG. 4 shows a control system configured for single power train with S-drive.

[0050] FIG. 5 shows a control system configured for single power train with water-jet.

[0051] FIG. 6 shows a control system configured for single power train with outboard motor.

[0052] FIG. 7 shows a control system configured for single power train with water-jet and push-pull cable for controlling nozzle.

[0053] FIG. 8 shows a control system constructed to be position adjusted in relation to the dashboard.

[0054] FIG. 9 shows a control system formed with a display, which clearly shows which gear position that is selected on the respective power train alternatives for both together and which also can display if single or dual mode is active.

[0055] FIG. 10 shows a control system formed with a joystick integrated in the steering housing.

[0056] FIG. 11 shows a control system formed with a special control member to activate interceptor impulse.

[0057] FIG. 12 shows a control system formed with split twist grips for controlling different functions, e.g., water-jet bucket and throttle or trim position and throttle.

DESCRIPTION OF PREFERRED EMBODIMENT EXAMPLES

[0058] In FIG. 1, the steering housing 1 is shown with two twist grips 2;3, the steering shaft 4, the angle decoder for the steering deflection 5, angle decoder for throttle control 6;7, gear changing regulator in the form of toggle switches 8;9, control member for interceptors in the form of toggle switches 10;11

[0059] In FIG. 2, a control system is shown configured for double outboard motors.

[0060] In FIG. 3, a control system is shown configured for double power trains with water-jet, wherein the rings 12;13 are control members for water-jet buckets.

[0061] In FIG. 4, a control system is shown configured for single power train with S-drive, wherein the gear selector 14 is three buttons on the left side of the steering housing

[0062] In FIG. 5, a control system is shown configured for single power train with water-jet, wherein the bucket is controlled by a twist shifter 14 on the left side,

[0063] In FIG. 6, a control system is shown configured for single power train with outboard motor, wherein the gear changing is controlled by a twist shifter 16 on the left side

[0064] In FIG. 7, a control system is shown configured for single an outboard motor and push-pull cable 17 for steering.

[0065] In FIG. 8, a control system is shown configured and constructed to be position adjusted in relation to the dashboard, wherein a shaft 18 carries the weight of the system and pins 19 lock it in position.

[0066] In FIG. 9, a control system is shown formed with a display 20 that shows which gear position that is selected on the respective power train alternatively for both together and which also can display if single or dual mode is active.

[0067] In FIG. 10, a control system is shown formed with a joystick 21 integrated in the steering housing.

[0068] In FIG. 11, a control system is shown formed with a special control member 22 to activate interceptor impulse.

[0069] In FIG. 12, a handle is shown where one part can control, e.g., a potentiometer and the other part can control another potentiometer upon use of, e.g., double water-jets.

[0070] According to the invention, a motor-boat control system is formed wherein the steering of the boat is controlled by a turnable handlebar 23 having two handles 2, 3, at least one of which can be twisted to control speed/engine speed. The turning motion of the handlebar as well as commands for engine speed control and gear changing is decoded electronically/digitally and an electronic/digital processor controls the members that activate the steering deflection of the power trains. Members and other means for regulation or another actuation of the boat and/or the motor/motors thereof are carried by said handlebar 23 and/or by a steering housing 1 for said handlebar 23 and the handles 2A, 3A are formed split, so that the outer or the inner part 3A, 3B can be twisted and coupled to twist position decoders 23A, 23B while the other part is fixed and does not rotate on its own axis, or are formed split, so that the outer and the inner, respectively, part 3A and 3B, respectively, can be twisted individually and be coupled to twist position decoders 23A, 23B for controlling different functions, such as throttle, location of water-jet bucket, trim position, trim interceptors, etc.

[0071] The handles 2A, 3B are formed with electronic locking so the handle not being active in single handle mode is stopped from rotating, and the steering deflection is progressive in relation to the steering deflection of the handlebar 23, and preferably adapted so that the sensitivity decreases at higher speed.

[0072] Alternatively, the steering deflection is progressive in relation to the steering deflection of the handlebar and adapted so that the sensitivity decreases upon steering positions near midship rudder and increases upon greater rudder angles.

[0073] Members for controlling interceptors are placed so that they can be activated with a retained grip around the steering handles 2, 3 and that special members for the activation of impulse action of interceptors have been placed where they can be activated with a retained grip around the steering handles 2, 3.

[0074] The handles 2, 3 are attached in separate fastening devices but electronically linked together so that they are immovable separately and only can be moved in different directions.

[0075] The steering housing 1 is formed so it can accommodate the entire electronic unit that handles the signal conversion for all functions controlled from the handlebar 23 so that all signals can be transmitted in a limited number of cables, e.g., by utilizing CAN bus. Furthermore, the steering housing 1 is formed so that it also contains the steering decoder, whereby a steering shaft 4 can be fitted in place in a dashboard or on a console so that the turning motion takes place inside the proper handlebar 23. Effective damping is achieved by the steering housing 1 being formed with concentric hydraulic steering damper, which damps the speed of the steering deflection and makes the turning resistance speed dependent, wherein the steering housing 1 may be formed with electronic steering damper, which damps the speed of the steering deflection.

[0076] Members for controlling power trim are placed on the handlebar 23 where they can be activated with a retained grip around the steering handles 2, 3.

[0077] Control members are arranged to select between controlling one power train by each hand or several power trains by one hand. Furthermore, members are arranged so that gear position can be selected using the same twist grips 2, 3 that control the engine speed by the fact that twisting in one direction, past a certain angle, engages a forward gear and continued twisting successively increases the engine speed, as well as that twisting past a certain angle in the opposite direction engages a reverse gear and then successively increases the engine speed, as well as a position with angles between said angles for forward gear and reverse gear corresponds to neutral position.

[0078] Unintentional gear changing is arranged to be prevented by a mechanical stop, which is arranged to be manually released, alternatively against a waiting time in a control system, engaging of driving mode being arranged to only be possible to be carried out at idle speed.

[0079] Control system is combined with a redundant control system, which consists of a joystick system, and

the steering housing 1 is provided with a control panel having monitor and buttons to select different modes, such as single or dual mode, different progressiveness curves for the steering, and limitation of activation of the control system when several different systems can control the boat.

[0080] The steering housing 1 is also provided with a control panel having a touch-sensitive monitor where the boat can be controlled by tapping on the monitor or by push buttons being placed around a display 20 and by which the position and direction of the boat is regulated. The speed of the turning of the handlebar is limited by a steering damper so that the handlebar is prevented from being turned faster than the actual steering deflection having time to follow.

[0081] The control system contains a force feedback making that the handlebar 23 is prevented from being turned considerably further than that it corresponds to the actual steering deflection and that it contains a force sensor, which transmits signals to the system to increase the speed of the rudder deflection upon a greater force of the turning of the handlebar 23.

[0082] The handlebar 23 is suspended in elastic elements so that shocks propagating to hands and arms are damped and that the entire unit is suspended in a mechanism allowing it to be moved/tilted forward/backward and upward/downward, respectively.

[0083] The steering housing has a display 20 that graphically displays selected gear positions and/or if single mode or dual mode has been selected.

[0084] The steering housing 1 may have a joystick 21 intended for joystick control and the steering housing 1 has a display 20 that graphically displays how the boat is intended to move according to commands given by the control system or by the joystick 21.

[0085] The twist grips 2, 3, 3A, 3B are formed so that their twist position is tactilely and or visually identifiable and are placed separated from each other so that they are moved forward backward in counter movements as if they had been fastened in each end of a handlebar.

[0086] Gear selector regulators 8, 9 are placed on the proper handlebar 23 near the steering shaft 4 thereof so that these regulators can be reached and activated by the thumb or thumbs with a retained grip of the handles 2, 3.

[0087] The function and nature of the invention should have been clearly understood from the above-mentioned and also with knowledge of what is shown in the drawings but the invention is naturally not limited to the embodiments described above and shown in the accompanying drawings. Modifications are feasible, particularly as for the nature of the different parts, or by using an equivalent technique, without departing from the protection area of the invention, such as it is defined in the claims.