U.S. patent application number 12/299689 was filed with the patent office on 2009-12-10 for steering system for a marine vessel.
Invention is credited to John Robert Borrett, Michael Patrick Meade.
Application Number | 20090301375 12/299689 |
Document ID | / |
Family ID | 38667960 |
Filed Date | 2009-12-10 |
United States Patent
Application |
20090301375 |
Kind Code |
A1 |
Borrett; John Robert ; et
al. |
December 10, 2009 |
Steering System for a Marine Vessel
Abstract
A steering system for a waterjet propelled marine vessel is
disclosed that incorporates an intelligent control system
interfacing a manually steerable control device with a number
integrated propulsion systems. The propulsion systems can be
controlled by the control system in isolation or in combination
with one another in order to propel and steer the marine
vessel.
Inventors: |
Borrett; John Robert;
(Christchurch, NZ) ; Meade; Michael Patrick;
(Christchurch, NZ) |
Correspondence
Address: |
DANN, DORFMAN, HERRELL & SKILLMAN
1601 MARKET STREET, SUITE 2400
PHILADELPHIA
PA
19103-2307
US
|
Family ID: |
38667960 |
Appl. No.: |
12/299689 |
Filed: |
May 7, 2007 |
PCT Filed: |
May 7, 2007 |
PCT NO: |
PCT/NZ2007/000103 |
371 Date: |
February 3, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60797941 |
May 5, 2006 |
|
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|
Current U.S.
Class: |
114/151 |
Current CPC
Class: |
B63H 21/213 20130101;
B63H 25/46 20130101 |
Class at
Publication: |
114/151 |
International
Class: |
B63H 25/46 20060101
B63H025/46 |
Claims
1. A steering system for a marine vessel comprising: two or more
waterjet units for propelling the vessel, each having a steering
deflector; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system arranged to operate the steering deflectors in
accordance with movement of the steering control device to cause
turning of the vessel and also to lower a reverse duct of an inside
(to a turn) waterjet unit when a higher rate of turning of said
vessel is commanded by the steering control device.
2. A steering control system according to claim 1 wherein the
control system is arranged to cause the inside reverse duct to
lower to an increasing extent when an increasing rate of turning is
commanded by the steering control device.
3. (canceled)
4. A steering system according to claim 2 wherein the control
system is also arranged to increase the thrust generated by the
inside waterjet unit when a higher rate of turning is commanded by
the steering control device.
5. A steering system according to claim 4 wherein the control
system is also arranged to increase the thrust generated by the
outside waterjet unit when a higher rate of turn is commanded by
the steering control device.
6. (canceled)
7. A steering system according to claim 1 wherein the control
system is arranged to cause the inside reverse duct to lower when
the steering control device is moved to command a first extent of
turn and to increase the thrust generated by the inside and/or
outside waterjet unit(s) when the steering control device is moved
to command a greater extent of turning.
8.-10. (canceled)
11. A steering system according to claim 1 wherein the steering
control device is operable to steer the vessel at cruise speeds of
the vessel and the vessel also comprises a separate manually
movable control device operable to manoeuvre the vessel at slow
speeds.
12. A steering system according to claim 11 wherein the steering
device is a helm wheel and the manoeuvre control device is movable
in multiple axes.
13. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector, for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system arranged to activate the steering deflectors of the
waterjet units and alter the thrust generated by the inside and/or
outside waterjet unit(s) in accordance with movement of the
steering control device to cause turning of the vessel.
14.-26. (canceled)
27. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector, for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system arranged to alter the thrust of the inside and/or
outside waterjet units in accordance with movement of the steering
control device to cause turning of the vessel.
28.-38. (canceled)
39. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector, for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system arranged to operate the steering deflectors of the
waterjet units in accordance with movement of the steering control
device to cause turning of the vessel and also to alter the thrust
of the inside and/or outside waterjet units in accordance with
movement of the steering control device.
40.-49. (canceled)
50. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system operable to alter the thrust of the waterjet units
to lower a reverse duct of an inside (to a turn) waterjet unit in
accordance with movement of the steering control device to cause
turning of the vessel.
51.-61. (canceled)
62. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system operable to activate the steering deflectors and
lower the reverse duct of an inside (to a turn) waterjet unit in
accordance with movement of the steering control device to cause
turning of the vessel when turning of the vessel is commanded by
the steering control device.
63.-71. (canceled)
72. A steering system for a marine vessel comprising: two or more
waterjet units each having a steering deflector for propelling the
vessel; a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and an associated
control system operable to lower said reverse duct of an inside (to
a turn) waterjet unit in accordance with movement of the steering
control device to cause turning of the vessel and also arranged to
alter the thrust of the waterjet units when a higher rate of
turning of said vessel is commanded by the steering control
device.
73. A steering system according to claim 72 wherein the control
system is arranged to cause the inside reverse duct to lower to a
first extent when the steering control device is moved to command a
first extent of turn and lower to a greater extent when the
steering control device is moved to command a greater extent of the
turn.
74. A steering control system according to claim 72 wherein the
control system is arranged to cause the inside reverse duct to
lower to an increasing extent when an increasing rate of turning is
commanded by the steering control device.
75.-78. (canceled)
79. A steering system according to claim 72 wherein the steering
device is operable to steer the vessel at cruise speeds of the
vessel and the vessel also comprises a separate manually movable
control device operable to manoeuvre the vessel at slow speeds.
80. A steering system according to claim 79 wherein the steering
device is a helm wheel and the manoeuvre control device is movable
in multiple axes.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a steering system for a
waterjet propelled marine vessel.
BACKGROUND TO THE INVENTION
[0002] A waterjet drive unit for a marine vessel comprises a
steering deflector or nozzle (herein a deflector) through which
water is expelled to propel the vessel, and which may be moved from
one side to the other to change the angle of the waterjet to cause
the vessel to steer to port or starboard when underway. A vessel
propelled by two or more waterjet units, such as a catamaran with a
waterjet unit in each hull, comprises a control system arranged to
move the steering deflectors of both waterjet units. The steering
deflectors are controlled by the helmsperson via a steering control
device such as a helm wheel or a joystick which may be either
pivoted from side to side or rotated to control the steering
deflectors in different embodiments, or another form of steering
control device.
[0003] It is an object of the present invention to provide an
improved or at least alternative steering system for a marine
vessel propelled by two or more waterjet units.
SUMMARY OF THE INVENTION
[0004] In a first aspect, the present invention consists in of a
steering system for a marine vessel comprising: [0005] two or more
waterjet units for propelling the vessel, each having a steering
deflector; [0006] a manually moveable steering control device which
is movable to steer the vessel to port or starboard; and [0007] an
associated control system arranged to operate the steering
deflectors in accordance with movement of the steering control
device to cause turning of the vessel and also to lower a reverse
duct of an inside (to a turn) waterjet unit when a higher rate of
turning of said vessel is commanded by the steering control
device.
[0008] Preferably, the control system is arranged to cause the
inside reverse duct to lower to an increasing extent when an
increasing rate of turning is commanded by the steering control
device.
[0009] Preferably, the control system is also arranged to alter the
thrust generated by the inside and/or outside waterjet unit(s) when
a higher rate of turning is commanded by the steering control
device.
[0010] Preferably, the control system is also arranged to increase
the thrust generated by the inside waterjet unit when a higher rate
of tuning is commanded by the steering control device.
[0011] Preferably, the control system is also arranged to increase
the thrust generated by the outside waterjet unit when a higher
rate of turn is commanded by the steering control device.
[0012] Preferably, the control system is arranged to alter the
thrust generated by the inside and/or outside waterjet unit(s) to a
first extent when the steering control device is moved to command a
first extent of turning and to a greater extent when the steering
control device is moved to command a greater extent of turning.
[0013] Preferably, the control system is arranged to cause the
inside reverse duct to lower when the steering control device is
moved to command a first extent of turn and to increase the thrust
generated by the inside and/or outside waterjet unit(s) when the
steering control device is moved to command a greater extent of
turning.
[0014] Preferably, the control system is arranged to lower the
reverse duct to different extent for different forward speeds of
the vessel, for an equivalent rate of turn.
[0015] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel wherein the steering
control device is a helm wheel.
[0016] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0017] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0018] In a second aspect, the present invention consists in a
steering system for a marine vessel comprising: [0019] two or more
waterjet units each having a steering deflector, for propelling the
vessel; [0020] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0021] an
associated control system arranged to activate the steering
deflectors of the waterjet units and alter the thrust generated by
the inside and/or outside waterjet unit(s) in accordance with
movement of the steering control device to cause turning of the
vessel.
[0022] Preferably, the control system is arranged to operate the
steering deflectors with movement of the steering control device to
cause turning of the vessel and to also alter the thrust generated
by the inside and/or outside waterjet unit(s) when a higher rate of
turning of the vessel is commanded.
[0023] Alternatively, the control system is arranged to alter the
thrust generated by the inside and/or outside waterjet unit(s) with
movement of the steering control device to cause turning of the
vessel and to also operate the steering deflectors when a higher
rate of turning of the vessel is commanded.
[0024] Preferably, the control system is arranged to increase the
thrust generated by the outside waterjet unit when a higher rate of
turning is commanded by the steering control device.
[0025] Alternatively, the control system is arranged to decrease
the thrust generated by the inside waterjet unit when a higher rate
of turning is commanded by the steering control device.
[0026] Alternatively, the control system is arranged to increase
the thrust generated by the outside waterjet unit and decrease the
thrust generated by the inside waterjet unit when a higher rate of
turning is commanded by the steering control device.
[0027] Preferably, the control system is arranged to move the
steering deflectors and alter the thrust generated by the inside
and/or outside waterjet unit(s) to a first extent when the steering
control device is moved to command a first extent of turning and to
further move the steering deflectors and alter the thrust generated
by the inside and/or outside waterjet unit(s) when the steering
control device is moved to command a greater extent of the
turning.
[0028] Alternatively, the control system is arranged to alter the
thrust of the waterjet unit(s) to a first extent when the steering
control device is moved to command a first extent of turn and to a
greater extent when the steering control device is moved to command
a greater extent of the turn.
[0029] Preferably, the control system is arranged to alter the
thrust of the waterjet unit(s) to a different extent for different
forward speeds of the vessel.
[0030] Preferably, the control system is also arranged to lower a
reverse duct of an inside waterjet unit when a higher rate of
turning is commanded by the steering control device.
[0031] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel.
[0032] Preferably, the steering control device is a helm wheel.
[0033] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0034] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0035] In a third aspect, the present invention consists in a
steering system for a marine vessel comprising: [0036] two or more
waterjet units each having a steering deflector, for propelling the
vessel; [0037] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0038] an
associated control system arranged to alter the thrust of the
inside and/or outside waterjet units in accordance with movement of
the steering control device to cause turning of the vessel.
[0039] Preferably, the control system is arranged to increase the
thrust generated by the outside waterjet unit with movement of the
steering control device to cause turning of the vessel.
[0040] Alternatively, the control system is arranged to decrease
the thrust generated by the inside waterjet unit with movement of
the steering control device to cause turning of the vessel.
[0041] Alternatively, the control system is arranged to increase
the thrust generated by the outside waterjet unit and decrease the
thrust generated by the inside waterjet unit with movement of the
steering control device to cause turning of said vessel.
[0042] Preferably, the control system is arranged to alter the
thrust generated by the inside and/or outside waterjet unit(s) to a
first extent when the steering control device is moved to command a
first extent of turn and to further alter the thrust generated by
the inside and/or outside waterjet unit(s) when the steering
control device is moved to command a greater extent of the
turning.
[0043] Preferably, the control system is arranged to alter the
thrust of the waterjet unit(s) to a different extent for different
forward speeds of the vessel, for an equivalent rate of turn.
[0044] Alternatively, the control system is also arranged to lower
a reverse duct of the inside waterjet unit when the steering
control device is moved to command a greater extent of the
turn.
[0045] Preferably, the control system is also arranged operate the
steering deflectors of the waterjet units when the steering control
device is moved to command a greater extent of the turn.
[0046] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel.
[0047] Preferably, the steering control device is a helm wheel.
[0048] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0049] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0050] In a fourth aspect, the present invention consists in a
steering system for a marine vessel comprising: [0051] two or more
waterjet units each having a steering deflector, for propelling the
vessel; [0052] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0053] an
associated control system arranged to operate the steering
deflectors of the waterjet units in accordance with movement of the
steering control device to cause turning of the vessel and also to
alter the thrust of the inside and/or outside waterjet units in
accordance with movement of the steering control device.
[0054] Preferably, the control system is arranged to decrease the
thrust generated by the inside waterjet unit.
[0055] Alternatively, the control system is arranged to increase
the thrust generated by the outside waterjet unit.
[0056] Alternatively, the control system is arranged to increase
the thrust generated by the outside waterjet unit and decrease the
thrust generated by the inside waterjet unit.
[0057] Preferably, the control system is arranged to alter the
thrust of the waterjet unit(s) to a different extent for different
forward speeds of the vessel, for an equivalent rate of turn.
[0058] Alternatively, the control system is arranged to alter the
thrust of the waterjet unit(s) to an increasing extent when an
increasing rate of turn is commanded.
[0059] Alternatively, the control system is also arranged to lower
a reverse duct of the inside waterjet unit when the steering
control device is moved to command a greater extent of the
turn.
[0060] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel.
[0061] Preferably, the steering control device is a helm wheel.
[0062] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0063] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0064] In fifth aspect, the present invention consists in a
steering system for a marine vessel comprising: [0065] two or more
waterjet units each having a steering deflector for propelling the
vessel; [0066] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0067] an
associated control system operable to alter the thrust of the
waterjet units to lower a reverse duct of an inside (to a turn)
waterjet unit in accordance with movement of the steering control
device to cause turning of the vessel.
[0068] Preferably, the control system is arranged to alter the
thrust generated by the inside and/or outside waterjet unit(s) with
movement of the steering control device to cause turning of the
vessel and to also lower a reverse duct of an inside waterjet unit
when a higher rate of turning is commanded.
[0069] Alternatively, the control system is arranged to lower a
reverse duct of an inside waterjet unit with movement of the
steering control device to cause turning of the vessel and to also
alter the thrust generated by the inside and/or outside waterjet
unit(s) when a higher rate of turning is commanded.
[0070] Preferably, the control system is arranged to decrease the
thrust generated by the inside waterjet unit.
[0071] Alternatively, the control system is arranged to increase
the thrust generated by the outside waterjet unit.
[0072] Alternatively, the control system is arranged to increase
the thrust generated by both the outside and inside waterjet units
when the inside reverse duct is lowered when a higher rate of
turning of said vessel is commanded by the steering control
device.
[0073] Preferably, the control system is arranged to alter the
thrust and/or lower a reverse duct to different extents for
different forward speeds of the vessel.
[0074] Preferably, the control system is arranged to also operate
the steering deflectors when a higher rate of turning of is
commanded by the steering control device.
[0075] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel.
[0076] Preferably, the steering control device is a helm wheel.
[0077] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0078] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0079] In a sixth aspect, the present invention consists in a
steering system for a marine vessel comprising: [0080] two or more
waterjet units each having a steering deflector for propelling the
vessel; [0081] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0082] an
associated control system operable to activate the steering
deflectors and lower the reverse duct of an inside (to a turn)
waterjet unit in accordance with movement of the steering control
device to cause turning of the vessel when turning of the vessel is
commanded by the steering control device.
[0083] Preferably, the control system is arranged lower the reverse
duct of an inside waterjet unit with movement of the steering
control device to cause turning of the vessel and to also activate
the steering deflectors when a higher rate of turning is
commanded.
[0084] Preferably, the control system is arranged to cause the
inside reverse duct to lower to a first extent when the steering
control device is moved to command a first extent of turn and lower
to a greater extent when the steering control device is moved to
command a greater extent of the turn.
[0085] Alternatively, the control system is arranged to cause the
inside reverse duct to lower to an increasing extent when an
increasing rate of turning is commanded by the steering control
device.
[0086] Preferably, the control system is also arranged to increase
the thrust generated by the inside and/or outside waterjet unit(s)
when a higher rate of turning of said vessel is commanded by the
steering control device.
[0087] Preferably, the control system is arranged to lower the
reverse duct to different extents for different forward speeds of
the vessel, for an equivalent rate of turn.
[0088] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel.
[0089] Preferably, the steering control device is a helm wheel.
[0090] Preferably, the steering control device is operable to steer
the vessel at cruise speeds of the vessel and the vessel also
comprises a separate manually movable control device operable to
manoeuvre the vessel at slow speeds.
[0091] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0092] In a seventh aspect, the present invention consists in a
steering system for a marine vessel comprising: [0093] two or more
waterjet units each having a steering deflector for propelling the
vessel; [0094] a manually moveable steering control device which is
movable to steer the vessel to port or starboard; and [0095] an
associated control system operable to lower said reverse duct of an
inside (to a turn) waterjet unit in accordance with movement of the
steering control device to cause turning of the vessel and also
arranged to alter the thrust of the waterjet units when a higher
rate of turning of said vessel is commanded by the steering control
device.
[0096] Preferably, the control system is arranged to cause the
inside reverse duct to lower to a first extent when the steering
control device is moved to command a first extent of turn and lower
to a greater extent when the steering control device is moved to
command a greater extent of the turn.
[0097] Alternatively, the control system is arranged to cause the
inside reverse duct to lower to an increasing extent when an
increasing rate of turning is commanded by the steering control
device.
[0098] Preferably, the control system is also arranged to activate
the steering deflectors of the waterjet units when said steering
control device is moved to command a greater extent of turning.
[0099] Alternatively, the control system is arranged to lower the
reverse duct to different extents for different forward speeds of
the vessel, for an equivalent rate of turn.
[0100] Preferably, the steering device is operable to steer the
vessel at cruise speeds of the vessel.
[0101] Preferably, the steering control device is a helm wheel.
[0102] Preferably, the steering device is operable to steer the
vessel at cruise speeds of the vessel and the vessel also comprises
a separate manually movable control device operable to manoeuvre
the vessel at slow speeds.
[0103] Preferably, the steering device is a helm wheel and the
manoeuvre control device is movable in multiple axes.
[0104] To those skilled in the art to which the invention relates,
many changes in construction and widely differing embodiments and
applications of the invention will suggest themselves without
departing from the scope of the invention as defined in the
appended claims. The disclosures and the descriptions herein are
purely illustrative and are not intended to be in any sense
limiting. The term `comprising` as used in this specification and
claims means `consisting at least in part of`, that is to say when
interpreting statements in this specification and claims which
include that term, the features, prefaced by that term in each
statement, all need to be present but other features can also be
present.
[0105] In this specification and the accompanying claims:
"vessel" is intended to include boats such as smaller pleasure
runabouts and other boats, larger launches whether mono-hulls or
multi-hulls, and larger ships. More generally, the control device
of the invention may be suitable for any planing or displacement
type vessels, regardless of their size, speed capabilities, and
hull type. "thrust" (unless the context indicates otherwise) refers
to the thrust output of the propulsion unit(s) or engine(s) of the
vessel before any deflection of the waterjet stream of by the
steering deflector(s) and/or reverse duct(s); the thrust of one or
both (or more) waterjet units is increased or decreased by an
increase or decrease in the power output of the engine(s) driving
that or those waterjet unit(s), by increasing or decreasing the
throttle opening for those engine(s) in the case of an inernal
combustion engine for example. "cruise speeds" is intended to mean
vessel speeds over 5 knots, more preferably vessel speeds over 8
knots, and most preferably vessel speeds of 10 knots or above.
"slow speeds" is intended to mean vessel speeds of up to 5
knots
[0106] The invention consists in the foregoing and also envisages
constructions of which the following gives examples only.
BRIEF DESCRIPTION OF THE DRAWINGS
[0107] Various forms of the invention will be described by way of
example only and with reference to the drawings, in which:
[0108] FIG. 1 shows a schematic of one example form of the steering
system;
[0109] FIG. 2 shows a turning manoeuvre using a steering system of
one embodiment of the invention;
[0110] FIG. 3 shows a sharper turning manoeuvre using the steering
system of FIG. 2;
[0111] FIG. 4 shows a sharper turning manoeuvre using another
embodiment of the invention;
[0112] FIG. 5 shows a sharper turning manoeuvre using a further
embodiment of the invention;
[0113] FIG. 6 shows a turning manoeuvre using another embodiment of
the invention;
[0114] FIG. 7 shows a sharper turning manoeuvre using the steering
system of FIG. 6;
[0115] FIG. 8 shows a turning manoeuvre using another embodiment of
the invention;
[0116] FIG. 9 shows a sharper turning manoeuvre using the steering
system of FIG. 8;
[0117] FIG. 10 shows a sharper turning manoeuvre using another
embodiment of the invention; and
[0118] FIG. 11 shows a sharper turning manoeuvre using another
embodiment of the invention.
DETAILED DESCRIPTION OF EMBODIMENTS
[0119] The invention is now described with reference to marine
vessels that are propelled with two waterjet units at the stem of
the vessel (`twin waterjet vessel`). The systems and methods of the
invention may also be used on waterjet vessels propelled by more
than two waterjet units, such as three or four waterjet units for
example. A marine vessel such as a catamaran for example, may have
two waterjet units on each of the port and starboard sides
respectively at the stem of the vessel. This type of vessel is
referred to as a "quad waterjet vessel."
[0120] Referring to FIG. 1, a schematic arrangement of one
embodiment of the steering system of the invention is shown. The
system includes a control system 100, which may be in the form of a
microprocessor, microcontroller, programmable logic controller
(PLC) or the like. The control system 100 is programmed to receive
and process data so as to appropriately steer the vessel, as will
be described in detail later. The control system 100 may be a
stand-alone or dedicated controller for steering or may be
incorporated into existing vessel controllers. In one form, the
control system 100 is a plug-in module that is connected to a
network, such as a Controller Area Network (CAN), in the waterjet
vessel.
[0121] As shown in FIG. 1, the control system 100 controls two
waterjet units 102. The two waterjet units 102 are typically placed
port and starboard at the stern of the vessel. Where more than two
waterjet units are provided as referred to previously, the control
system 100 may be adapted to steer at least one port waterjet unit
and one starboard waterjet unit. Alternatively, the control system
100 may be adapted to steer two port waterjet units and one
starboard waterjet unit if the vessel is turning to starboard for
example. Whilst only two operational steering system configurations
are detailed for vessels having more than two waterjet units,
persons skilled in the art will appreciate that these are examples
only and as such should not be considered to be in any way
limiting.
[0122] Each waterjet unit 102 includes a pumping unit 104 driven by
an engine 106 through a driveshaft 108. Each waterjet unit also
includes a steering deflector 110 and a reverse duct 112, of known
form. In the form illustrated, each reverse duct 112 is of a type
that features split passages to improve reverse thrust. The
split-passage reverse duct 112 also affects the direction of the
reverse thrust to port and starboard and thus the steering of the
vessel, when the duct is lowered into the jet stream. The steering
deflectors 110 pivot about generally vertical axes 114 while the
reverse ducts 112 pivot about generally horizontal axes 116,
independently of the steering deflectors. Activators for the engine
throttle, steering deflector and reverse duct of each unit are
controlled by control signals from the actuation modules 118 and
120 through control input ports 122, 124 and 126 respectively. The
actuation modules 118 and 120 are in turn controlled by the control
system 100.
[0123] The control system 100 receives inputs from a manually
moveable steering control device 128, such as a helm wheel, or
other steering control device for steering the vessel at speeds
which include cruise speeds, such as a cruise-steering joystick. In
at least some cases the vessel may also incorporate a separate
control device operable to manoeuvre the vessel at slow speeds,
such as a (second) multi-axis joystick for example, or other
multi-axis manoeuvre control device. The steering control device
128 is used by a helmsperson to manually steer the vessel at least
at cruise speeds.
[0124] In the preferred embodiment, the control system 100 is
activated as a result of the helmsperson moving the steering
control device 128. This results in the control system 100
generating all control signals to the activators to cause pivoting
of the steering deflectors 110 and/or altering the position of the
reverse ducts 112 and/or changing the thrust output generated by
the vessel's engines, to improve the steering command(s).
Alternatively, there may also be one or more supplementary control
devices, such as throttle levers to control the thrust of the
waterjet units, that also can provide inputs to the control system
100. Where suitable or desired, the one or more supplementary
control devices may form part of the steering control device 128 as
mentioned above.
[0125] FIG. 2 shows the operation of the manually moveable steering
control device 128 and the control system 100 to turn a vessel 200
to port, as shown by arrow 202, in one embodiment of the invention.
To make the turn, the helmsperson manually moves the steering
control device 128 to port. In the form shown, the steering control
device 128 is a helm wheel that has been turned or rotationally
displaced from a neutral position, represented by the phantom arrow
128a, to port by a first range of motion or extent, .phi..sub.1,
represented by arrow 128b. The rotational displacement of the helm
wheel results in input signals, which represent the turning
demanded by the helmsperson, being sent to the control system of
the present invention. The control system then accordingly moves
the steering deflectors 204 to port. The jet streams produced by
the waterjet units are redirected as a result, which in turn
produces force vectors 206. The combined effect of the force
vectors 206 on the port and starboard of the vessel stem is a
turning moment to port. This then results in the vessel 200 making
the turn demanded by the helmsperson.
[0126] FIG. 3 shows the vessel 200 making a sharper turn 302 to
port. The helmsperson moves the helm wheel 128 further to port. In
this case, the helm wheel 128 has been turned or rotationally
displaced from the neutral position, represented by the phantom
arrow 128a, to port by a second range of motion or extent,
.phi..sub.2, represented by arrow 128c. As compared to the turning
manoeuvre demanded in FIG. 2, the turning manoeuvre demanded in
FIG. 3 is much sharper, as reflected by the greater rotational
displacement of .phi..sub.2 of the helm wheel 128 as compared to
.phi..sub.1.
[0127] As in FIG. 2, the rotational displacement of the helm wheel
results in input signals, which represent the turning demanded by
the helmsperson, being sent to the control system. As shown in FIG.
3, the control system recognises a demand for a sharper turn when
the rotational displacement of the helm wheel, or a corresponding
movement of other steering control devices, is greater than a first
range of motion or extent, and not only moves the steering
deflectors 206 to port, but also lowers the reverse duct 304 of an
inside (to the turn) waterjet unit. That is, the reverse duct of
the side to which the vessel should be turned is lowered
[0128] The effect of also lowering the reverse duct 304 on the
inside (to the turn) waterjet unit is that the jet stream produced
by the inside waterjet unit is be partially or fully redirected,
producing a force vector 306 in the astern direction. The amount of
jet stream redirected, and thus the magnitude of the force vector
306, is dependent on the extent to which the reverse duct is
lowered. Force vector 306 in combination with the force vectors 206
produced by the redirection of the jet stream by the steering
deflectors 204 results in a greater turning moment being generated.
This then causes the vessel 200 to make the sharp turn demanded by
the helmsperson.
[0129] The steering system is thus arranged such that the
increasing movement of the steering control device to port or
starboard, such as increasing the rotational displacement of a helm
wheel or of a single axis joystick, from a neutral position,
increases the rate of turn of the vessel. When the steering control
device 128 is moved to port or starboard over a first range of
movement, the steering deflectors 110 of the waterjet units 102
move to cause a turning movement of the vessel 200 to port or
starboard. This is shown in FIG. 2. When the steering control
device 128 is moved to a second range of movement, beyond the first
range of movement to port or starboard, the control system 100
causes the inside reverse duct to be lowered so that the reverse
duct impinges into the water flow from the inside waterjet and
increases the turning moment on the vessel 200, sharpening the turn
of the vessel 200. This is shown in FIG. 3.
[0130] In one form, the control system 100 may be arranged to cause
the inside reverse duct to: (i) lower to a first extent as the
steering control device 128 is moved to a first extent to commence
the turn; (ii) lower to a greater extent as the steering control
device 128 is moved to a greater extent to sharpen the turn; and
(iii) raise as the steering control device 128 is returned to a
central position to complete the turn.
[0131] In another form, the control system 100 may be arranged to
cause the inside reverse duct to lower only once a turn has
commenced and the steering control device 128 is moved beyond a
first extent, so that there is no lowering of the reverse duct as
the steering control device 128 is turned to the first extent to
commence the turn. Once the steering control device 128 is moved
beyond the first extent, the reverse duct lowers in accordance with
the movement of the steering control device 128 to increase the
rate of turn to meet the turn rate commanded by the steering
control device 128. The reverse duct then raises as the steering
control device 128 is returned to a centre point to complete the
turn.
[0132] The control system 100 may be programmed with either of the
above forms, or alternatively with both of the above forms together
with an input for a helmsperson to indicate which of the two forms
should be applied.
[0133] The extent and rate at which the reverse duct is lowered is
preferably proportional to the forward speed of the vessel 200. In
other words, the inside reverse duct may lower to a lesser extent
at a higher forward speed of the vessel than at a lower forward
speed to make an equivalent turn. The reverse duct may lower so as
to impinge partially into the jet stream from the inside waterjet
unit, or to a greater extent into the jet stream from the inside
waterjet unit so that there is no net forward thrust from the
inside waterjet unit during a part or all of the turn.
Alternatively, the reverse duct may lower fully so that a reverse
thrust is provided by the inside waterjet unit to maximally
increase the rate of turn of the vessel 200, particularly at slower
speeds, at least during part of a turn. This benefits multi-hulled
vessels such as catamarans, which have a poor turning capability at
planing speed.
[0134] In another embodiment, the steering system of the invention
is arranged to generate a higher turning moment by operating the
throttles of the waterjet units differentially such that an inside
(to the turn) waterjet unit generates less thrust when compared to
the outside (to the turn) waterjet unit. This embodiment is
described in detail below with reference to FIG. 4. FIG. 4 shows
that the helmsperson has displaced the helm wheel 128 to port. The
control system recognises the displacement of the helm wheel 128 as
a demand for a sharp turn. As before, the control system moves the
steering deflectors to port. To generate a greater turning moment,
the control system also operates the throttles of the waterjet
units such that the thrust generated by the inside (to the turn)
waterjet unit is lower than the thrust generated by the outside (to
the turn) waterjet unit. In FIG. 4, the thrust of the outside (to
the turn) waterjet unit is increased, resulting in a force vector
406. Compared to the force vector of the outside (to the turn)
waterjet unit in FIG. 3, the force vector 406 has a higher
magnitude, represented by the longer arrow of force vector 406.
[0135] As alternatives to increasing the thrust of the outside (to
the turn) waterjet unit, the control system may reduce the thrust
of the inside (to the turn) waterjet unit and maintain the thrust
of the outside (to the turn) waterjet unit, or reduce the thrust of
the inside (to the turn) waterjet unit and increase the thrust of
the outside (to the turn) waterjet unit.
[0136] It is possible in a further embodiment to combine the above
to generate a higher turning moment to make an even sharper turn.
This is described below with reference to FIG. 5. The figure shows,
with arrow 502, the turn that is to be made by the vessel 200.
Relative to the arrows 302 and 402, it is clear that the arrow 502
represents a much sharper turn. The helmsperson has rotationally
displaced the helm wheel from the neutral position 128a by a third
range of motion or extent .phi..sub.3 to a position 128d. In this
embodiment, the control system interprets this motion of the helm
wheel as a demand for a very sharp turn and causes a combination of
using a reverse duct and manipulating the engine thrust to produce
differential thrust to effect the sharp turn.
[0137] As with the embodiment described in FIG. 3, the control
system lowers the reverse duct of the inside (to the turn) waterjet
unit. Unlike the partial lowering of the reverse duct in FIG. 3,
indicated with broken lines, the reverse duct in this embodiment is
completely lowered. Also, the control system increases the thrust
generated by the inside (to the turn) waterjet unit. The
combination of these operations results in a higher magnitude force
being generated astern, shown as force vector 506, as compared to
the force vector 306 of FIG. 3.
[0138] In FIG. 5, the thrust generated by the outside (to the turn)
waterjet unit remains the same during the turning manoeuvre. If an
even higher turning moment is desired, which may be commanded by a
further range of motion of the helm wheel, the control system may
increase the thrust of the outside (to the turn) waterjet unit.
[0139] For each of the embodiments described above the steering
deflectors of the waterjet units are moved to cause a turning
movement to port or to starboard due to the movement of the
steering control device from a neutral position to port or
starboard.
[0140] In further alternative embodiments, the steering system can
be arranged such that when the steering control device 128 is moved
to port or starboard over a first range of movement shown as arrow
602 in FIG. 6, the position of the inside (to a turn) reverse duct
604 is lowered partially or fully to cause a turning movement of
the vessel to port or starboard. FIG. 6 shows the inside reverse
duct 604 in the partially lowered position 604. When the steering
control device 128 is moved to a second range of movement, beyond
the first range of movement to port or starboard shown as arrow 702
in FIG. 7, the control system 100 causes the steering deflectors
706 of the water jet units to move to increase the turning moment
on the vessel 200 thereby sharpening the turn to port or starboard.
This will result in a force vector 708 as shown in FIG. 7.
[0141] The control system 100 may be arranged to cause the inside
reverse duct 704 to: (i) lower to a first extent as the steering
control device 128 is moved to a first extent to commence the turn;
(ii) lower to a greater extent as the steering control device 128
is moved to a greater extent to sharpen the turn; and (iii) raise
as the steering control device 128 is returned to a central
position to complete the turn. The inside reverse duct 704 may
alternatively be arranged such that the control system 100 may be
arranged to cause the inside reverse duct 704 to: (i) lower to a
first extent as the steering control device 128 is moved to a first
extent to commence the turn and remain in that position as the
steering control device 128 is moved to a greater extent; and (ii)
raise as the steering control device 128 is returned to a central
position to complete the turn. As a further alternative, the
control system 100 may be arranged to cause the inside reverse duct
704 to be gradually lowered as the steering control device 128 is
moved from a first extent through to a greater extent to effect a
sharper turn of the vessel 200. The inside reverse duct 704 will be
raised as the steering control device 128 is returned to a central
position to complete the turn.
[0142] In other embodiments the steering system of the invention is
arranged to generate a turning moment by operating the engine
throttles such that an outside (to a turn) waterjet unit generates
more or increased ahead thrust compared to the inside (to the turn)
waterjet unit.
[0143] When a greater steering control device 128 is moved from a
first extent to a greater extent to effect a sharper turn of the
vessel 200, the control system 100 operates the engine throttles of
the outside and/or inside waterjet units a second time to effect a
sharper turn of the vessel. There are a number of configurations
for controlling the ahead and astern thrust output from the outside
and/or inside waterjet units. Typical configurations are detailed
in Table 1 below.
[0144] Another embodiment is shown with reference to FIG. 8 that
shows the vessel 200 that is to make a turn to port shown as arrow
802. The helmsperson has displaced the helm wheel or steering
control device 128 to port. The control system 100 recognises the
displacement of the steering control device 128 as a demand for a
turn. The control system 100 lowers the inside (to the turn)
reverse duct 804 either partially or fully (shown partially lowered
in FIG. 8) and at the same time alters the thrust by operating the
engine throttles to control the thrust output from the inside
and/or outside waterjet units. To generate a greater turning moment
and produce a force vector 806. The engine throttles of the inside
and/or outside waterjet units can again be altered to effect the
sharper turn shown as arrow 902 in FIG. 9. Alternatively, to
generate a greater turning moment, the control system 100 moves the
steering deflectors 904 and at the same time operates the engine
throttles such that the ahead thrust generated by the outside (to
the turn) waterjet unit is greater than the astern thrust generated
by the inside (to the turn) waterjet unit. This will result in a
force vector 906 as shown in FIG. 9.
[0145] As alternatives to increasing the ahead thrust of the
outside (to the turn) waterjet unit, the control system 100 may
also increase the astern thrust to the inside (to the turn)
waterjet unit, or maintain the ahead thrust to the outside waterjet
unit and increase the thrust to the inside waterjet unit.
[0146] In other embodiments the steering system can be arranged
such that when the steering control device 128 is moved to port or
starboard over a first range of movement, the position of the
inside (to a turn) reverse duct 1004 is lowered partially or fully
to cause a turning movement of the vessel 200 to port or starboard.
This is already shown in FIG. 6. When the steering control device
128 is moved to a second range of movement, beyond the first range
of movement to port or starboard, the control system 100 causes the
engine throttles to operate to alter the thrust output of the
waterjet units to increase the turning moment on the vessel 200
thereby sharpening the turn to port or starboard shown as arrow
1002 in FIG. 10. This will result in a force vector 1006.
[0147] The control and operation of the inside reverse duct 1004
has already been discussed above with reference to FIG. 6 and is
applicable to this embodiment of the invention. Similarly, the
control of the engine throttles to effect an increased turning
moment has also been outlined above and is applicable to this
embodiment of the invention.
[0148] In other embodiments and with the inside reverse duct 1104
either partially or fully lowered (shown as fully lowered in FIG.
1), the steering system of the invention is arranged to generate a
higher turning moment by moving the steering deflectors 1108 of the
waterjet units when the steering control device 128 is moved to a
second range of movement shown as arrow 1102 in FIG. 11. As such,
the higher turning moment is generated by operating the engine
throttles to alter the thrust output from the waterjet units in
tandem with the movement of the steering deflectors 1108. This will
generate a large force vector 1106 as shown in FIG. 11.
[0149] The control system 100 may be arranged to operate the marine
vessel propulsion systems either in isolation or in combination
with each other to cause a turning movement of the vessel 200 in
response to movement of the steering control device 128. Whilst a
number of the embodiments have been described in detail above, the
table below includes further possible embodiments that can be
implemented by the vessel control system 100.
TABLE-US-00001 Throttle control To generate Reverse duct Inside
Outside First extent Second extent a higher rate depth (to the
turn) (to the turn) of turn of turn of turn configurations waterjet
unit waterjet unit Steering Inside Throttle a. Partially lower
Reverse duct not operable deflectors (to the turn) control b. Fully
lower Maintain Increase moved reverse duct c. Gradually lower
Decrease Maintain lowered during turn Decrease Increase Reverse
duct operable Maintain Increase Increase Maintain Increase Decrease
Increase Increase Steering Throttle Inside a. Partially lower
Reverse duct not operable deflectors control (to the turn) b. Fully
lower Maintain Increase moved reverse duct c. Gradually lower
Decrease Maintain lowered during turn Decrease Increase Reverse
duct operable Maintain Increase Increase Maintain Increase Decrease
Increase Increase Throttle Maintain Increase control Decrease
Maintain Decrease Increase Throttle Steering Inside a. Partially
lower Reverse duct not operable control deflectors (to the turn) b.
Fully lower Maintain Increase moved reverse duct c. Gradually lower
Decrease Maintain lowered during turn Decrease Increase Reverse
duct operable Maintain Increase Increase Maintain Increase Decrease
Increase Increase Throttle Inside Steering a. Partially lower
Reverse duct not operable control (to the turn) deflectors b. Fully
lower Maintain Increase reverse duct moved c. Gradually lower
Decrease Maintain lowered during turn Decrease Increase Reverse
duct operable Maintain Increase Increase Maintain Increase Decrease
Increase Increase Inside Steering Throttle a. Partially lower
Maintain Increase (to the turn) deflectors control b. Fully lower
Increase Maintain reverse duct moved c. Gradually lower Increase
Decrease lowered during entire turn Increase Increase movement
Inside Throttle Steering a. Partially lower Maintain Increase (to
the turn) control deflectors b. Fully lower Increase Maintain
reverse duct moved c. Gradually lower Increase Decrease lowered
during entire turn Increase Increase movement
[0150] Whilst the above table outlines a number of steering system
operational embodiments during the first and the subsequent extent
of a turn, this should not be considered in any way limiting. As an
example, a combination of two propulsion systems can be activated
to undertake a first extent of a turn and a third propulsion system
activated when a higher rate (second extent) of turn is demanded.
Alternatively, the three propulsion systems can be activated to
undertake an entire turn (first and second extent). In this case,
the positioning of the reverse ducts and/or thrust provided by the
engine throttles may be varied during the turn for example, to
provide the higher rate of turning.
[0151] It is preferable that the forward momentum or speed of the
vessel 200 does not change as the vessel 200 undertakes a turning
manoeuvre (unless the helmsperson separately commands this by also
operating the foreard or reverse thrust control device). If the
reverse ducts 112 are lowered for example, under the control of the
control system 100, a drag will be generated that will cause a
small decrease in the vessel's forward speed. The control system
100 of the invention may automatically compensate for potential
speed variations by increasing the thrust output by the vessel's
waterjet units. This will cause the forward vessel speed to be
maintained throughout the turning manoeuvre. The control system 100
can alternatively be overridden by the helmsperson by manually
altering the engine throttle control(s).
[0152] The foregoing describes the invention including preferred
forms thereof. Alterations and modifications as will be obvious to
those skilled in the art are intended to be incorporated within the
scope hereof. For instance, where the vessel 200 is reversing and a
sharp turn is required, the reverse duct should be raised rather
than lowered. The features described above for lowering the reverse
ducts for sharpening a turn during a forward motion are similarly
applicable in relation to raising the inside (to a turn) reverse
duct for sharpening a turn during a reverse motion.
[0153] Three ranges of motion, .phi..sub.1, .phi..sub.2 and
.phi..sub.3, have been described for the steering control device.
The three ranges of motion may be, for instance, a first range of
motion that results in normal steering using just the steering
deflectors, a second range of motion that results in steering using
the steering deflector as well as the reverse duct either partially
or fully lowered that results in increased turning capability
compared to the first range, and a third range of motion that
results in steering using the steering deflector as well as the
reverse duct either partially or fully lowered and in addition by
adjusting the throttle(s) and thus the revolutions-per-minute (RPM)
of the appropriate waterjet unit(s) and hence increasing the
turning capability compared to the second range.
[0154] Persons skilled in the art will appreciate that the results
defined for the ranges of motion above are only examples and are
non-limiting. Skilled persons will also appreciate that more than
three ranges of motion may be defined, where desired or where
necessary.
* * * * *