Electromechanical control system, particularly for marine applications

• US 20050143875A1
• Filed: 11/15/2004
• Published: 06/30/2005
• Est. Priority Date: 11/14/2003
• Status: Abandoned Application

• Current Assignee: Ultraflex S.P.A. (Ultra Flex Group)
• Original Assignee: Ultraflex S.P.A. (Ultra Flex Group)
• Inventors: Gai, Giorgio
• Application Number:
  US10/987,216
• Publication Number:
  US 20050143875A1
• Time in Patent Office: Days
• US Class Current: 701/21
• CPC Class Codes: B63H 21/213 Levers or the like for controlling the engine or the transmission, e.g. single hand control levers
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 2041/228 Warning displays
• CPC Class Codes: F02D 41/22 Safety or indicating devices for abnormal conditions in air/fuel ratio feedback systems F02D41/1495, in electric control linkage F02D11/107, in purge control systems F02M25/0809
• CPC Class Codes: F02D 41/2416 Interpolation techniques
• CPC Class Codes: F02D 41/2422 Selective use of one or more tables
• CPC Class Codes: F02D 41/2425 Particular ways of programming the data
• CPC Class Codes: F02D 41/266 the computer being backed-up or assisted by another circuit, e.g. analogue

Abstract

An electromechanical control system for watercrafts, motorboats, ships or the like, having at least: a control station, an engine, an electromechanical actuator associated to said engine, a signal transmission device for transmitting a control signal generated by the control station to an electronic control and monitoring unit, and further having a signal transmission device for transmitting an actuating signal, generated by the electronic control and monitoring unit as a function of the control signal and transmitted to said electromechanical actuator for actuating the control, characterized in that said electronic control and monitoring unit establishes a unique correspondence between the control signal and the actuating signal by using a table of corresponding discretized values of control signals and actuating signals and/or by determining the actuating signal value from the control signal by means of a mathematical function.

Claims

1. An electromechanical control system for watercrafts, motorboats, ships or the like, having at least:

a control station, an engine, an electromechanical actuator associated to said engine, a signal transmission device for transmitting a control signal generated by the control station to an electronic control and monitoring unit as a function of the control signal and transmitted to said electromechanical actuator for actuating the signal, and further having a signal transmission device for transmitting an actuating signal, generated by the electronic control and monitoring unit as a function of the control signal and transmitted to said electromechanical actuator for actuating the control, wherein said electronic control and monitoring unit establishes a unique correspondence between the control signal and the actuating signal by using a table of correspondence between discretized values of control signals and actuating signals and/or by determining the actuating signal value from the control signal by means of a mathematical function.

2. A system according to claim 1, wherein said control station has a control device for the user to set the control or input signal.

3. An electromechanical control system for watercrafts, motorboats, ships or the like as claimed in claim 1, wherein said control setting device is able to be displaced relative to a fixed reference, its displacement being related to a control signal value, with electric, electronic and/or electromechanical means being associated to said control device, for detecting the displacement of the control device and for generating a control signal that is uniquely related with said displacement.

4. A system as claimed in claim 1, wherein said control signal is transmitted to the electronic control and monitoring unit, through said signal transmission devices in the form of a CAN BUS.

5. A system as claimed in claim 1, wherein said actuating signal is transmitted by the electronic control and monitoring unit to said actuator, through said signal transmission devices in the form of a CAN BUS.

6. A system as claimed in claim 1, wherein said control signal setting device is a control lever which is capable of being angularly displaced (BETA) relative to a stationary reference.

7. A system as claimed in claim 1, wherein said actuator has a pivoting actuating lever which acts on the device for delivering fuel and/or fuel-air mixture of/to the engine and/or on a flow meter or control device having a flow metering or controlling member that can be angularly displaced about a predetermined axis, which lever and/or which flow meter or control device take a predetermined angular position (ALFA) relative to a stationary reference, as a function of the angular position (BETA) of the control lever relative to the corresponding stationary reference.

8. A system as claimed in claim 1, wherein said electronic control and monitoring unit is a programmable electronic unit.

9. A system as claimed in claim 1, wherein the electronic control and monitoring unit stores one or more tables of unique correlation between the control signal corresponding to the angular position (BETA) of the control lever and the actuating signal corresponding to the angular position (ALFA) of the actuating lever and/or the flow meter or control device and/or the electronic control unit stores, in the form of a program code to be executed thereby, at least one or more different functions of unique correlation between the control signal corresponding to the angular position (BETA) of the control lever and the actuating signal corresponding to the angular position (ALFA) of the actuating lever and/or the flow meter or control device, the corresponding actuating signal being determined from time to time, for each control signal, by using one of said correlation functions.

10. A system as claimed in claim 1, wherein said mathematical correspondence functions establish such a unique correspondence between said control signal and said actuating signal that ALFA=f (BETA), where BETA is the control lever displacement angle and ALFA is the opening angle of a throttle and where f is any mathematical function having BETA as a variable.

11. A system as claimed in claim 1, wherein at least one memory is associated to said electronic control unit, with means for loading in such memory one or more correlation functions f(BETA) and/or one or more tables of correspondence between the angle of the actuating lever and/or of the flow meter or control device and/or of at least one throttle (ALFA) and the angle (BETA) of a control lever.

12. A system as claimed in claim 1, wherein the control station is associated to means for selecting at least one of the different functions f(BETA) or tables of correlation between the control signal and the actuating signal, i.e. between the angle (BETA) of the control lever and the angle (ALFA) of the actuating lever and/or of the flow meter or control device and/or of at least one throttle.

13. A system as claimed in claim 12, wherein said selectors are a set of DIP switches, a certain number of combinations of switching conditions of the switches of the set being defined, and each of said combinations being uniquely related as a selection code with one of the various correlation functions f (BETA) or a different table of correspondence, and yet each switching combination of the set of DIP switches providing a control to load said correlation function or correlation table in the working storage of the control electronics.

14. A system as claimed in claim 1, wherein the correlation functions and/or the tables of correlation and the selection codes formed by the switching combinations of the set of DIP switches are stored in a nonvolatile memory.

15. A system as claimed in claim 1, wherein said electronic control unit may be programmed several times.

18. A system as claimed in claim 1, wherein said correlation function f(BETA) is such that the power that is actually delivered by the engine is linear with the angular displacement of the control lever.

19. A system as claimed in claim 1, wherein, when maneuvering the watercraft, said correlation function f(BETA) is such that the maximum angular displacement (BETA) of the control lever corresponds to an angular position (ALFA) of a lever for actuating the fuel-air mixture flow control means and/or a device for metering or controlling said flow and/or a throttle, which is less than 100% of the maximum obtainable opening, so that the maximum power delivered by the engine is low enough as to allow safe maneuvering of the watercraft.

20. A system as claimed in claim 1, wherein a negative value of the angular displacement (BETA) corresponds to a reversal of the propeller motion by known devices.

21. A system as claimed in claim 1, wherein a positive value of the angular displacement (BETA) of the control lever is associated, by the electronic control and monitoring unit, to a first correlation function of the ALFA=f(BETA) type, and a negative value of the angular displacement (Beta) of the control lever is associated, by the electronic control and monitoring unit, to a second correlation function ALFA=f′

(BETA).

22. An electromechanical system as claimed in claim 21, wherein the first correlation function f′

(BETA) is identical to the second correlation function f(BETA).

23. A system as claimed in claim 21, wherein the first correlation function f(BETA) is different from the second correlation function f′

(BETA).

29. A system as claimed in claim 1, wherein two, three or more control stations are provided.

30. A system as claimed in claim 29, wherein said control stations are connected in series by CAN buses.

31. An electromechanical system as claimed in claim 30, wherein said control stations have toggle means for selecting/unselecting the operating control station, whose toggle signal is transmitted to said electronic control unit and allow said electronic control unit to identify the user selected station.

32. A system as claimed in claim 31, wherein the control signal processed by said electronic control unit is the control signal that corresponds to the angular displacement (BETA) of the control lever of the station selected by the toggle means.

33. A system as claimed in claim 32, wherein control stations with two or more control levers are provided.

34. A system as claimed in claim 33, wherein each control lever of each control station is connected to an engine power controlling actuator, which is connected thereto by a CAN bus.

35. A system as claimed in claim 1, wherein it may have a single electronic control and monitoring unit, associated to two or more control stations, each having one, two or more control levers, said electronic control and monitoring unit being designed and programmed in such a manner that several correlation functions f(BETA) and f′

(BETA) may be provided for determining the angular position (ALFA) of an actuating lever and/or a device for metering or controlling the fuel-air mixture flow to the engine, i.e. the throttle of a throttle valve depending on the angular position (BETA) of the different control levers.

36. A system as claimed in claim 1, wherein only certain angular control lever displacement values (BETA) and certain angular positions (ALFA) of a lever for actuating the fuel-air mixture flow control means and/or a device for metering or controlling said flow and/or a throttle are entered in the table of correspondence, the intermediate values between said set values being determined by the electronic control and monitoring unit by an interpolation between said set values, which interpolation may be a linear, a least-squares interpolation or any other type of interpolation, other than the ones mentioned above.

37. A system as claimed in claim 1, wherein the control station is associated to an input means for setting the values of angular displacement (BETA) of the control lever, such as a keypad and/or a sequence of buttons and/or levers, the values of the table of correspondence being set on said input means.

38. A system as claimed in claim 1, wherein a feedback is provided to the electronic control and monitoring unit.

39. A system as claimed in claim 1, wherein said feedback to the electronic control and monitoring unit is a feedback that depends on such parameters as the engine rpm, i.e. the number of operating revolutions per minute of the engine.

40. A system as claimed in claim 1, wherein said feedback is used by the electronic control and monitoring unit to check that the signal is transmitted properly.

41. A system as claimed in claim 1, wherein said engine rpm feedback signal is used by the electronic control and monitoring unit to generate a table of correspondence by associating the number of revolutions corresponding to a predetermined displacement ALFA with an angular displacement BETA set by the user by means of the control lever.

42. A method for generating a table of correspondence in an electronic control and monitoring unit as claimed in claim 1, wherein it includes the steps of:

a—

setting a desired engine rpm corresponding to an angular displacement BETA of the control lever;

b—

selecting a so-called programming mode, by pushing one or more buttons on the control station;

c—

discontinuing the control lever signal, so that the lever may pivot freely without transmitting any control signal to the actuator;

d—

setting a preferred angular displacement BETA of the control lever;

e—

reading from the feedback the engine rpm and/or the angular displacement (ALFA) of the actuating lever that corresponds to the selected angular displacement (BETA);

f—

generating a table of correspondence which uniquely relates the angular displacement of the control lever (BETA) to the engine rpm and/or the angular displacement of the actuator lever (ALFA) selected during the “

programming”

mode;

g—

repeating the steps a, c, d, e, g, if required,

f—

saving the table of correspondence so obtained;

h—

selecting the return to the normal mode of the system.

43. A system as claimed in claim 1, wherein said electronic control and monitoring unit has means for detecting and coding errors and means for storing error code/s and rate/s of occurrence of the corresponding error/s and/or means for comparing said error code/s and rate/s of occurrence of the corresponding error/s with a preset table.

44. A system as claimed in claim 1, wherein said electronic control and monitoring unit associates a code to any detected error type, and stores the rate of occurrence of the coded error.

45. A system as claimed in claim 1, wherein operation sensors are associated to selected watercraft subsystems, such as preferably the engine and/or the actuator and/or other subsystems, for detecting proper operation and/or subsystem operation parameter/s.

46. A system as claimed in claim 1, wherein the electronic control and monitoring unit receives input signals from said operation sensors and assigns a code to each error and monitors the rate of occurrence thereof.

47. A system as claimed in claim 1, wherein the electronic control and monitoring unit stores the time curve of the operation parameters transmitted by the sensors that detect the operation of the subsystems wherewith they are associated.

48. A system as claimed in claim 1, wherein the electronic control and monitoring unit compares the actual operation parameter curve with the stored curve, and stores any detected abnormality, i.e. any excessive difference of the detected parameters from the stored average of identical parameters.

49. A system as claimed in claim 1, wherein the electronic control and monitoring unit provides a list of the detected malfunctions and/or errors.

50. A system as claimed in claim 1, wherein the electronic control and monitoring unit compares the list of the detected errors and/or malfunctions with a stored list and provides a list of maintenance actions to be taken by the user.

51. A system as claimed in claim 1, wherein the electronic control and monitoring unit informs the user about the rate of occurrence and type of the detected errors and/malfunctions, by using special codes.

52. A system as claimed in claim 1, wherein, in lieu of control and/or actuating levers and/or of flow meter or control devices or of a throttle of a throttle valve, control and/or actuating and/or meter devices are provided which perform linear strokes instead of pivotal motions or combinations of linear and curved strokes, there being provided at least one table or at least one function of unique correlation between a signal corresponding to the stroke of the control device and the actuating signal that determines the uniquely correlated displacement of the actuator and/or the device for metering and/or controlling the fuel-air mixture flow to the engine.

16. A method for controlling the throttle opening in a marine engine, wherein it includes the steps of:

setting an angular position (BETA) of a control lever;

using the value of said angular position (BETA) ad the argument of a mathematical function ALFA=f(BETA);

carrying out the mathematical computation to determine the result ALFA

displacing a lever which actuates the fuel-air mixture flow control means and/or displacing a device for metering or controlling said flow and/or opening the throttle to an extent corresponding to an angular displacement equal to the result (ALFA) as determined by the mathematical function ALFA=f(BETA).

17. A method for controlling the throttle opening in a marine engine, wherein it includes the steps of:

setting an angular position (BETA) of a control lever;

comparing the value of said angular position (BETA) with a table of correspondence between the angular position (BETA) of the control lever and the angular position (ALFA) of a lever for actuating the fuel-air mixture flow control means and/or a device for metering or controlling said flow and/or a throttle.

determining the value of the angular position (ALFA) of a lever for actuating the fuel-air mixture flow control means and/or a device for metering or controlling said flow and/or a throttle, which corresponds to the value of the angular position (BETA) of the control lever in the table of correspondence;

displacing a lever which actuates the fuel-air mixture flow control means and/or displacing a device for metering or controlling said flow and/or opening the throttle in the angular position (ALFA) as an extent corresponding to an angular displacement equal to the result (ALFA) as determined by the mathematical function ALFA=f (BETA).

24. An electromechanical system, particularly for marine applications, comprising at least one control station having at least one control device, e.g. one control lever, for controlling the power delivered by the engine or the number of revolutions of the engine and/or for setting the direction of rotation thereof, which control device has transducers for generating electrical control signals and which system further comprises an actuator that actuates fuel-air mixture flow control means of at least one engine, said control station and said actuator being connected by a CAN bus for transmitting the control signal from the control device to the actuator, and which system further comprises an electronic control and monitoring unit, wherein said electronic control and monitoring unit has a circuit for checking that proper communication exists between said actuator and said control station.

25. A system as claimed in claim 24, wherein it comprises an actuator for controlling navigation condition setting means, providing at least two navigation conditions, the forward and the neutral condition, whereas the electronic control unit comprises means for automatically generating the actuating signal corresponding to the minimum engine rpm setting, i.e. corresponding to a setting of the fuel-air mixture flow control means which corresponds to said minimum rpm condition, and corresponding to the neutral transmission setting, and for transmitting said signal to the actuator of the fuel-air mixture flow control means as well as the navigation condition.

26. A system as claimed in claims 24, wherein acoustic and/or visual means are provided for signaling an error condition, which means are controlled by the electronic control unit and are actuated thereby when said control unit detects an error in the communication between said control station and said actuator.

27. A system as claimed in claim 25, wherein the engine power control lever remains in the minimum opening condition and the inverter remains in the neutral position until the error is acknowledged by the electronic control and monitoring unit and/or the user possibly selects a different control station.

28. A system comprising, in combination therewith, an electronic control and monitoring unit as claimed in claim 25.