U.S. patent application number 14/545842 was filed with the patent office on 2016-12-29 for felton flyer.
The applicant listed for this patent is William P. Fell. Invention is credited to William P. Fell.
Application Number | 20160375975 14/545842 |
Document ID | / |
Family ID | 57600955 |
Filed Date | 2016-12-29 |
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United States Patent
Application |
20160375975 |
Kind Code |
A1 |
Fell; William P. |
December 29, 2016 |
Felton flyer
Abstract
An electronic Control system for controlling a water vessel in
regards to its propulsion, and thrust vectors and its steering. A
helm wheel that has an electronic output that governs the steerage
of a water vessel. The control system determines the reactive speed
and number of turns needed to accomplish a given turn, this
pre-selected speed and distance traveled gives the rudder two
different sets of parameters for full rotation of the Helm wheel
from full rudder to the Port to full rudder to the starboard The
rudder or outboard motor has a sensor that gives the control system
information by way of a variable voltage as to its direction and
where the rudder is parked. The steering actuator has a dual motor
set up that supply's enough power and torque to control the
steering cable and slide bar of three outboard engines. The Control
system's other input is a joystick controller, its output governs
the direction of the propulsion of the watercraft in either a
forward direction or Aft or reverse direction and in the same
movement the throttle will ramp up in rpm's proportionately. The
operators movement of the joystick controller determines this
control command. The joystick in its y-axis has built in friction
forces that enable it to stay where the operator moves it.
Inventors: |
Fell; William P.;
(Anchorage, AK) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Fell; William P. |
Anchorage |
AK |
US |
|
|
Family ID: |
57600955 |
Appl. No.: |
14/545842 |
Filed: |
June 27, 2015 |
Current U.S.
Class: |
440/1 |
Current CPC
Class: |
B63H 25/02 20130101;
B63H 2025/022 20130101; B63H 20/12 20130101; B63H 21/21 20130101;
B63H 21/22 20130101; B63H 2025/026 20130101; B63H 2021/216
20130101 |
International
Class: |
B63H 21/21 20060101
B63H021/21; B63H 20/34 20060101 B63H020/34; B63H 25/02 20060101
B63H025/02; B63H 25/38 20060101 B63H025/38; B63H 21/22 20060101
B63H021/22; B63H 20/12 20060101 B63H020/12 |
Claims
1. A boat of the type driven by a propeller propulsion system. a
outboard drive with a propeller Producing propulsion to move the
boat forward or in a reverse fashion, the motor acts as a rudder
directing a flow of water generally along the longitudinal axis of
the boat, the rudder or outboard motor being capable to rotation
about generally vertical axis to provide left and right sideward
forces on the boat, and A transmission shift and throttle levers
for engaging the transmission in its forward or it reverse gear,
and a lever for increasing or decreasing the throttle. A helm wheel
that is rotated to its full right and to its full left having as
its mechanical mover a clutch disc, that has an applied force
internally to the wheels center support shaft, thus allowing the
feel of forces that would naturally be felt if the wheels
mechanical output were causing effectors to move a rudder or an
outboard engine. The output of this mechanical shaft is coupled to
a potentiometer and use as a voltage divider. A rudder position
sensor connected to the rudder and affixed to drive mechanism. So
that full travel of the rudder will be proportionate to the sensors
full travel.
2. a boat from claim 1 further comprising a joystick control member
connected electrically to the electrical control circuit, the stick
control member having a neutral position, at least one forward
position, and at least one reverse position, and the electrical
circuit and position sensor being configured so that when the stick
control member is placed in the neutral position the drive
mechanism moves the transmissions to their respective neutral
position and the throttle to their respective idle positions.
3. The boat of claim 2 wherein the stick control member has a
friction force applied to the mechanism that arrest the movement
whenever the operator lets goes of it, in the Y-axis.
4. The boat of claim 2 or 3 further comprising a rudder or an
outboard motor mechanism connected to the rudder and electrically
controlled by the electrical control circuit, wherein the helm
wheel control member of claim 1 is configured to rotate about a
generally vertical axis, and wherein the electrical control
circuitry and rudder drive mechanism are configured so that
rotation of the helm wheel produces rotation of the rudder or an
outboard motor and sideward forces on the boat.
5. the boat of claim 1 further comprising of a drive mechanism that
when controlled by the electrical control circuit of claim 1
produces forces to effect the movement of a mechanical cable drive
assembly whose output is connected to a rudder or an outboard motor
that has a rotation full left or full right rudder. This mechanical
drive mechanism of claim 4 employs two dc electric high efficient
motors whose output shafts are fitted with sprockets and they are
coupled together by a 1/2 inch chain assembly thus a combined
horsepower for usable power. The mechanical drive produces enough
force to effect the movement of several rudders or outboards of
various sizes.
6. The boat of claim 1 wherein the helm wheel has a mechanical
rotation of approximately three quarter turns to its full right
rotation from its center and three quarter rotation turns to its
full left from its center of rotation position.
7. The boat of claim 1 wherein the electrical control circuit of
claim 2 determines the lock to lock circuitry output, this effects
the helm wheels mechanical turns compared to the actual movement
the rudder or outboard motor of claims 1 & 5. This two stage
circuit has employed two different sets of adjustable parameters
that determine the range of actual travel of the rudder or outboard
motor compared to the actual distance traveled by the turning of
the helm wheel from full right rudder to full left rudder or full
turns of the helm wheel from full right to full left turn. as seen
in FIG. 1 35,36,37,38 This lock to lock configuration has two
selectable and adjustable parameters that change the ratio of the
turning ratio of the helm wheel compared to the actual distance
traveled by the rudder or outboard. The turning of the helm wheel
of claim 1 will be followed by a direct response of the electrical
control circuitry it then gives the command to the mechanical drive
mechanism of claim 5 that will proportionally follow its lead.
8. the boat of claim 1 further comprising of an electrical control
circuit that controls all functions of the total system and accepts
inputs from the joystick of claim 2 and helm wheel electronic
output of claim 1. An external feedback sensor is also fed into the
control circuit. This electrical control circuit is that of analog
circuitry, consisting of analog logic circuitry that facilitates
its decision making device.
9. the boat of claim 1or 2 wherein the mechanical drive mechanism
of claim 5 has employed a feedback sensor of the potentiometer type
and it is used as a voltage divider to signal to the electrical
control circuitry of claim 8 the exact position of the rudder or
outboard motor in its respective travel.
10. The boat of claim 1 further comprising of a standard cable
steering transmission that is coupled to the mechanical drive
mechanism of claim 4, 7, 8 So that the total horsepower of the
drive unit can be utilized to drive the cable transmission, that
will drive the mechanical cable actuator that is attached to the
rudder or outboard motor assembly.
11. the boat of claims 1 & 2 further comprising of a dc
actuator that is connected to the electrical control circuit of
claim 8, this dc actuator follows the command of the Joystick
controller of claim 2 and provides mechanical cable outputs that
drive the shift and throttle of the outboard or inboard motors.
12. The boat of claim 1 is further comprising of a single axis
joystick fitted with a potentiometer that is used as a voltage
divider to supply a command signal to the electrical control
circuit of claim 8 the output of the electrical control circuit is
directly connected the dc actuator of claim 11 to effect the
movements of both the throttle and shift of an outboard motor or an
inboard motor and transmission by way of the dc actuators
mechanical cable for throttle and its mechanical cable for
shift.
13. the boat of claim 1, 2, 3 further comprising of a auxiliary
input port in to the electrical control circuit of claim 8 this
input port has at its jack pins that allow access to inputs to the
mode switching circuitry and to logic circuitry of claim 8 that
both effect the steering and throttle and shift circuitry.
14. the boat of claim 1, 2, 8, 13 wherein the auxiliary input port
of claim 13 is an access port to the control circuitry of claim
8&13 a hand held control device which contains mode switching
button switches and a knob wheel type that serves as the function
of helm wheel while plugged in to the port of claim 13, and a
slider control to serve as the function of the joystick, these two
controls while plugged in to the auxiliary input port will control
the boat in the same fashion of claim 1, 2, 12, whereas the
operator can drive the boat with full control from anywhere aboard
the vessel or on shore as docking the vessel. This hand held device
carries out its commands by an umbilical cord cable with a
connector at its end or by a wireless connection into both can be
plugged into the port of claim 13.
15. The boat of claim 1 further comprising of the hand held control
devise of claim 14 that upon it being plugged in sends a signal to
the electrical controller circuit of claim 8 to disable the control
station and all functions of the joystick of claim 12 and the helm
wheel of claims 1 & 7 and enable the hand held control device
for total control.
16. a boat of the type driven by a propeller such as an outboard or
inboard motor comprising A helm wheel for steering the rudder or
outboard and directing the flow of water generally along the
longitudinal axis of the boat, the rudder or outboard motor being
capable of rotation about a generally vertical axis to provide left
and right sideward forces to the boat and A joystick controls the
throttle and shift. A control panel, comprising of switches that
will switch modes and hold the joystick. An electrical control
circuit, that and carries out all control commands. A mechanical
drive mechanism that delivers high torque power to the rotation of
the rudder or outboard motor. A hand held control device that will
control the vessel remotely.
17. The boat of claim 1 & 2 wherein this system controls the
steering, throttle, shift of any outboard or inboard propulsion
systems including any outboard conversion to jet propulsion, its
nozzle and deflector thrust assemblies. Utilizing the drive unit of
claim 5, 7, 11 to facilitate this type of control to a converted
outboard drive assembly to that of a Jet propulsion assembly. The
nozzle and deflector of this conversion assembly is controlled by
the mechanical drive mechanism and the dc actuator.
Description
TECHNICAL FIELD
[0001] This invention relates to an apparatus for controlling a
watercraft utilizing a helm wheel and a feed back sensor for
proportional steering control of the vessel and a joystick to
control the throttle and shift.
BACKGROUND OF THE INVENTION
[0002] Many aspects of this invention relate in general to the
control of throttle and transmission shifting, steering of a water
vessel as controlled power movers and more particularly to
comprehensively system and methods for providing the operator with
linear movement and control of the vessel.
[0003] Many boat operators have controlled their watercraft by
using a devise such as a steering wheel. Likewise many boat
operators have controlled their watercraft by means of a control
lever to affect the shift and throttle of their engines.
[0004] These types of control levers and wheels have been used for
great many years and are still an effective means for control
today.
[0005] Many powered movers use proportional speed controls in the
form of a joystick or an equivalent type of lever or knob that
controls an actuator or actuators to do the work of powered moving.
Actuators are often Hydraulic and can be that of other form such as
pneumatic, Electro-magnetic, or some combination thereof.
[0006] For those skilled in the art of operating watercraft or sea
going vessels it is well known that tight control from lever to the
end mover or powered mover is desirable in order to maintain
control of the vessel in all types of seas or conditions.
[0007] Many of the above mentioned types of controls have problems
with linkage being slack and a lack precision steering thus causing
the vessel operator to steer erratically or over steer.
[0008] In the field of shifting and throttle control, it has also
been noted that by utilizing the aforementioned means to effect
shifting and throttle, some problems such as the fluctuation of the
joystick or lever used as a control medium exist.
[0009] This is particularly a problem when the vessel is in high
seas or is experiencing the effects of wave action or in high
current rivers such as in the Alaskan wilderness where fast and
accurate steerage is critical to avoid protruding rocks.
[0010] The vessel tends to bounce and move about, when this happens
the operator transfers this movement to the lever or joystick that
he is using to control the vessel thus the results are erratic
control of the vessel.
[0011] In this kind of environment the operator often lacks a place
to secure himself while in control. Movers such as hydraulic rams
to affect the steering or rudder of a given vessel are very
powerful as they produce thousands of pounds of force.
[0012] Other Movers such as motorized chain or cable actuators or
drives however often lack sufficient power needed to move large
rudders or multiple outboard engines at the same time.
[0013] A sizable unmet need has been revealed in relation to
optimizing such movements particularly in the interest of enhanced
control of steering and shift and throttle on all types of
vessels.
[0014] Related needs include the goal to minimize unnecessary cost
and complexity, to enhance the ease of use.
[0015] It is an object of the present invention to address these
and other needs presented by the prior art.
[0016] Known feedback technology has helped but more has been long
needed.
[0017] Very few applicants have the combination of control devises
such as electronic two speed and two turn ratio of helm wheel and a
joystick for integrating full control of throttle and shift, thus
having a true "Fly by wire" control system. U.S. Pat. No. 7,354,321
Takada, Hideaki of Wako Japan #B63/84 International, US #440/84
Richard T Novey
[0018] U.S. Pat. No. 1,2315,828 William P Fell
[0019] U.S. Pat. No. 6,942,531 William P Fell
SUMMARY OF THE INVENTION
[0020] The present invention (known as the Felton Flyer) is just
the answer for many unmet needs that have plagued the prior
art--aspects of the invention allowing precise yet smooth operation
of steering and that of throttle and shift control that is
intuitively interpreted and adjusted by the operator.
[0021] This system presented is a true (Fly by wire) all electronic
steering and shift and throttle control system that utilizes the
vessel steering cable drive instrument as a means and point of
interface for steering control thus eliminating bulky and
cumbersome actuator placement at the stem of the vessel.
[0022] The system is equipped with a powerful two motor
synchronized drive actuator that had the ability to drive the
motors or rudders of up to three sizable outboards or rudders.
[0023] It also combines throttle and shift of outboard engines with
one deflection either in forward movement or reverse movement of an
electronic Joystick that has been fitted with a friction stopping
device to ensure the joystick will stay in place where the operator
left it.
[0024] With this configuration of controls, it allows full control
of the vessel in harsh conditions and in high speed operating.
[0025] The two function steering has a quick switch that allows the
operator to change the parameters of helm wheel steering in an
instant from slow course correction to fast course correction in
dangerous conditions such as avoiding partially submerged rocks at
hi speeds.
[0026] This system controls the steering, throttle, shift of any
outboard or inboard propulsion systems including any outboard
conversion to jet propulsion, its nozzle and deflector thrust
assemblies.
[0027] The following circuit and its description have been
developed to facilitate a switchable two stage steering Apparatus
utilizing an electronic Helm Wheel.
[0028] The Steering wheel will operate the same as in a manual
steering wheel system in that if the operator turned the wheel to
the right or in this application to Starboard the vessels rudder or
if an outboard will move the engine towards the right or starboard
direction to accomplish the turn.
[0029] If turning the steering wheel to the Left or to the port
direction the rudder or engine will move towards the Left or
starboard direction to accomplish the turn. The (Two Stage Circuit)
allows the command given by the electric helm wheel to determine
its direction and the distance it is to travel.
[0030] In Stage one primarily used in slow speed or docking
applications set the distance and speed the rudder will travel. For
an example if the steering wheel is deflected to full right rudder
the 1.sup.st stage limits the turning radius to an adjustable
degree of 1/4 turn to (full right rudder) from its center position.
If turning the wheel to full left rudder it will do so in 1/4 turn
from its center position.
[0031] The second stage if engaged will allow the turning the
steering wheel from its center position to full left rudder 3/4
turn of the wheel.
[0032] The full turning radius of stage one could be known as
having a turning radius as 1/2 turn form (lock to lock).
[0033] The second stage could be known as having a turning radius
as one turn and a half (lock to lock)
[0034] The switching from stage one to stage two and vice versa
will be accomplished via a push button affixed to the dash.
[0035] This system will allow the safe turning of the wheel at high
speed so as to not endanger persons or turn over the vessel if
deflected at a fast rate.
[0036] It will also allow the operator to at slow speeds to have a
much shorter turning radius when needed such as in a tight slip or
while docking the craft.
[0037] The following description is of the shift and throttle
operation commanded by a single axis electronic Joystick
controller.
[0038] The Joysticks Y-axis has a detent that allows it to be
unmistakably in it neutral position or it center of throw. Thus the
potentiometer will in like manner be in its center or mid
value.
[0039] When the system is on and in its drive mode and the joystick
is in its center detent, the system will remain in its neutral
transmission mode on the outboard or inboard drives and the
throttle or throttles will remain in their respective idle
Rpm's.
[0040] If the joystick is deflected forward fifteen degrees then
the forward shift will engage, if the joystick is deflected further
for every degree of movement the throttle will increase from its
idle Rpm to higher Rpm's as desired.
[0041] If the joystick is deflected aft or its reverse the same
will result with the exception of the reverse gear will now be in
engaged. it will be noted that the throttle has an adjustable level
limit for the throttle Rpm, this is to ensure that full throttle
will not be available in the reverse gears.
[0042] The control circuit for shift and throttle has a built in
adjustable window for shift pause, this is added to ensure that if
in the forward gear and the operator pulls back on the joystick too
quickly and it goes past its neutral detent or neutral
transmission, the reversing gear will not engage until the
sufficient time that has been set for pausing has elapsed.
[0043] This feature will help prevent drive shafts from being
snapped and drive gears from becoming stripped.
[0044] The built in friction force on the joystick keeps the
joystick in the position that the operator last left it, this
feature enables the operator to concentrate on steering and
navigating while underway.
BRIEF DESCRIPTION OF THE DRAWINGS
[0045] (1) FIG. 1 Shows circuit schematics of the two stage
steering and its parameters.
[0046] (2) FIG. 2 shows the DC Actuator assembly and end ram
effector.
[0047] (3) FIG. 3 shows Block diagram of component layout.
[0048] (4) FIG. 4 shows a schematic of the steering circuit and
drivers.
[0049] (5) FIG. 5 shows a schematic of a sensitivity circuit for
steering input.
[0050] (6) FIG. 6 shows a schematic of the mode switching
circuit.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0051] The following circuit and its description have been
developed to facilitate a switchable two stage steering Apparatus
utilizing an electronic Helm Wheel.
[0052] The Steering wheel will operate the same as in a manual
steering wheel system shown in FIG. 1 (1) in that if the operator
turned the wheel to the right or in this application to Starboard
the vessels rudder or if an outboard will move the engine towards
the right or starboard direction to accomplish the turn.
[0053] If turning the steering wheel to the Left or to the port
direction the rudder or engine will move towards the Left or
starboard direction to accomplish the turn. The (Two Stage Circuit)
shown in FIG. 1 (2 thru 6) allows the command given by the electric
helm wheel shown in fig (a) to determine its direction and the
distance it is to travel.
[0054] In Stage one shown in FIG. 1 (10&11) is a R/C pad
followed by an amplifier shown in FIG. 1 (5&6) of a gain no
less than 20 and no higher than 200 and is primarily used in slow
speed or docking applications which set's the distance and speed
the rudder will travel.
[0055] For an example if the steering wheel is deflected to full
right rudder the 1.sup.st stage limits the turning radius shown in
FIG. 1 (5) to an adjustable degree of 1/4 turn to (full right
rudder) from its center position. If turning the wheel to full left
rudder it will do so in 1/4 turn from its center position.
[0056] The second stage shown in FIG. 1 (12& 6) if engaged will
allow the turning the steering wheel from its center position to
full left rudder 3/4 turn of the wheel. The signals are then sent
to the Driver portion of the circuit shown in FIG. 1 (7) which in
turn will then by its outputs drive the high power devices (not
shown) to effect the Hydraulics and or electric motors.
[0057] The driver circuitry has two inputs, FIG. 1 (5) serves as
the Master an FIG. 1 (6) serves as the slave or the reference
signal shown in FIG. 1 (12) and is conditioned by a buffer
amplifier shown in fig (9).
[0058] The full turning radius of stage one could be known as
having a turning radius as 1/2 A turn form (lock to lock).
[0059] The second stage could be known as having a turning radius
as one turn and a half (lock to lock)
[0060] The switching from stage one to stage two and vice versa
will be accomplished via a push button affixed to the dash shown in
FIG. 1 (3) the push button then turns on the circuit relay shown in
FIG. 1 (4) which selects the stage desired.
[0061] This system will allow the safe turning of the wheel at high
speed so as to not endanger persons or turn over the vessel if
deflected at a fast rate.
[0062] It will also allow the operator to at slow speeds to have a
much shorter turning radius when needed such as in a tight slip or
while docking the craft.
[0063] The Helm steering wheel in FIG. 1 (1) has an electronic
voltage divider circuit that converts mechanical movement of the
helm wheel to a variable voltage output FIG. 1 (1a). This output is
buffered by an amplifier FIG. 1 (2), the output of this amplifier
is then fed into a selector relay circuit FIG. 1 (4).
[0064] The switching circuit shown in FIG. 6 (34) controls this
selector relay.
[0065] The selector switch has two outputs FIG. 1 (35&36).
[0066] In the normally relaxed mode or relay FIG. 1 (4) the input
to the lock to lock amplifier FIG. 1 (5) is selected which has at
its input stage fixed parameters to allow a wide window of travel
for the helm wheels processed output FIG. 1 (37).
[0067] If the relay FIG. 1 (4) is energized by the mode switching
circuit FIG. 6 (34) the normally open output will be connected to
the input circuitry FIG. 1 (36) of amplifier FIG. 1 (6). This
amplifier also has fixed parameters that allow a narrow window of
travel for the helm wheels processed output FIG. 1 (38)
[0068] These outputs are combined FIG. 1 (39) and are fed into the
output driver circuit FIG. 1 (7) & displayed in FIG. 4 (32e)
The steering circuit FIG. 4 (31) has a reference sensor FIG. 1 (12)
& FIG. 2 (14) this output is a voltage divider, this variable.
Signal is then fed into a buffer amplifier FIG. 1 (9) the output of
this amplifier is then protected FIG. 1 (8) and fed into the driver
circuit FIG. 1 (7)
[0069] The dc actuator FIG. 2 (17) is an electromechanical drive
system that has two-dc motors FIG. 2 (13) in tandem connected by a
1/2 inch drive chain, FIG. 2 (16)
[0070] The combined mechanical output is coupled to a 1/2 inch
cable transmission FIG. 2 (15) the cable transmission drives the
steering cable FIG. 2 (18), the steering cable is directly
connected to a mechanical actuator FIG. 2 (19), the Mechanical
actuator has its output shaft FIG. 2 (22) coupled to the tiller arm
of an outboard or if inboard the rudder.
[0071] The component layout of the system is shown in FIG. 3, the
logic circuit FIG. 3 (27), and gives control commands to the dc
actuators FIG. 3 (26) & FIG. 2 (17)
[0072] FIG. 4 signals a, b, c, d, and relay control lead are
connected to FIG. 5 relay for sensitivity of the steering circuit
shown in FIG. 4, the relay coil FIG. 4 (32) is connected to docking
output FIG. 6 (34).
* * * * *