Actuation system for an actuator in a sailboat

Abstract

An actuation system (10) for actuating actuators in a sailboat (100) comprises on the sailboat (100) one or more drive elements (12) operable by a crew operator, one or more actuators (20) configured to be driven by the drive elements (12), wherein the drive elements (12) are provided with a respective primary electric motor (16) and the actuators (20) are provided with a respective secondary electric motor (24). The system is further provided with an electric circuit (18) configured to electrically couple the primary electric motors (16) and the secondary electric motors (24), the primary electric motors (16) being configured to convert a driving movement of the respective drive elements (12) into an electric energy in the electric circuit (18); and the secondary electric motors (24) being configured to convert the electric energy in the electric circuit (18) into an actuating movement of the respective actuators (20). The actuation system can be further associated with an energy recovery function.

Description

[0001] Cross-reference to related applications

[0002] This patent application claims priority to Italian Patent Application No. 102023000017706, filed on August 29, 2023, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This invention relates to an actuation system for actuating actuators (particularly winches and / or hydraulic actuators) in sailboats (particularly in racing sailboats, or generally in regatta sailboats). As will be described later, the system may also be associated with an energy recovery function. Background Technology

[0004] As is well known, winches are commonly used in sailboats to manipulate the sails (e.g., to raise, slack, lower, or adjust the sails). The function of a winch is to facilitate the adjustment of any rope that provides a certain resistance (such as sail supports, hoisting lines, slings, etc.), to act as a speed reducer for mechanical power, and to multiply the force applied by the crew or operator.

[0005] It is also known that hydraulic actuators (e.g., based on hydraulic actuation pumps and cylinders), particularly in larger vessels, are used to operate various mechanisms such as masts, rudders, hydrofoils, or other types of attachments.

[0006] Actuation of the winch and the aforementioned hydraulic actuator by the crew is typically performed using a crank or similar manual operating mechanism, which is configured to be moved by the crew operator by rotational movement and mechanically coupled to the corresponding winch or hydraulic actuator via a suitable mechanical transmission system.

[0007] Specifically, in the context of racing or general racing sailing vessels, which are of particular reference in this discussion, these cranks are typically supported by pedestals mounted on the deck of the boat and operated by a dedicated crew operator (the so-called "crankman"). The crankman's role is to apply mechanical power to the crank (or similar actuating element), which allows the winch or hydraulic actuator to operate in a particularly fast time under all sailing conditions, especially during racing.

[0008] Figure 1 Possible winch actuation systems of known types are shown, usually denoted by 1.

[0009] In this example, the actuation system 1 includes a base 2 that is coupled to the deck 3 of a sailboat and carries a pair of cranks 4, which are typically designed for the right and left hands of a grinder.

[0010] The actuation system 1 includes a mechanical transmission system comprising a drive shaft and gears. In the example shown, this mechanical transmission system couples the motion of the crank 4 to two winches 6 aligned with the base 2 transverse to the longitudinal extension of the deck 3, located on opposite sides relative to the same base 2. In a known manner (not shown here), the two winches 6 are configured to adjust the corresponding line (and corresponding sail) according to the actuated movement of the crank 4 provided by the miller.

[0011] In summary (and not shown in detail), the aforementioned mechanical transmission system includes, within the base 2, a chain assembly having, for example, a dual-speed ratio (to allow the winch to rotate at a speed that is faster or slower depending on the selected speed requirement), the chain assembly being coupled to the rotating shaft of the crank 4, and also including a drive shaft 8 connected to the chain assembly via corresponding gears, and also coupled to the corresponding winch 6 via corresponding transmission member 8′ (shown schematically) for transmitting the mechanical power generated by the movement of the same crank 4.

[0012] A button 9 (or similar element) located at the base of the base 2 allows the actuation of the crank 4 to be mechanically connected to any winch 6 coupled to the same mechanical transmission system (while simultaneously decoupling another winch 6), so that the grinder can operate the desired line by pressing (e.g., using the foot) the associated button.

[0013] In a manner not shown, several bases 2 (with associated cranks 4) can be mounted on the same sailboat, and each of these bases 2 can be coupled to multiple winches (and / or hydraulic actuators) via the described mechanical transmission system.

[0014] While the described actuation system is generally effective, it has some drawbacks and problems.

[0015] First, because it is a fairly complex mechanical system (since each base must be able to control each winch in order to allow for maximum operational flexibility), it is sensitive to many design and manufacturing parameters that can have a significant impact on the overall efficiency of the system, which is typically less than 50% (in multi-winch and multi-base layouts).

[0016] In particular, because the drive shaft is straight, there are serious limitations on the arrangement of components, which also requires a fairly large overall size to install below the deck.

[0017] Furthermore, in situations where a single winch can be operated from multiple bases by multiple milling operators (e.g., by a first milling operator and a second milling operator), it is necessary for the same milling operator to apply substantially the same driving torque; otherwise, the second milling operator would essentially be dragged by the first milling operator (without actively contributing to the movement). Therefore, this use case (where multiple milling operators drive the same winch with different bases, for example, to increase the applied power and the desired speed of operation) is not easily achieved in the aforementioned actuation system.

[0018] Therefore, in this field, especially in the context of racing or regular sailing events, there is a need to overcome or at least mitigate the aforementioned drawbacks of known systems.

[0019] The purpose of this solution is to meet this need in a simple and reliable manner. Summary of the Invention

[0020] This objective is achieved by an actuation system as described in the appended claims. Attached Figure Description

[0021] To better understand the invention, embodiments thereof are described below by way of non-limiting examples and with reference to the accompanying drawings, wherein:

[0022] Figure 1 A known actuation system for actuating actuators in a sailboat is schematically shown;

[0023] Figure 2 This is a schematic block diagram of an actuation system for actuating actuators in a sailboat, based on this solution;

[0024] Figure 3 and Figure 5 The following are shown in different implementation schemes. Figure 2 A block diagram of the actuation system;

[0025] Figure 4 A possible configuration of the actuation system according to one aspect of this solution is illustrated schematically;

[0026] Figure 6 It is a schematic diagram of the control logic in the actuation system;

[0027] Figure 7 It is a flowchart of the operations performed by the control logic of the actuation system according to possible implementation methods; and

[0028] Figures 8A to 8C A graph showing the quantities related to the control of the actuation system is presented. Detailed Implementation

[0029] As will be described in more detail below, the main aspect of this solution is to create a so-called "drive-by-wire" type of virtual connection system between at least one crank (or similar manually operated drive element) on the sailboat and one or more winches (or similar actuators, such as hydraulic actuators), i.e., without mechanical coupling.

[0030] The resulting actuation system (for example, in the case of operating a winch, it may be referred to as a “wired winch,” but it is generally applicable to any “wired actuator” on board) allows the limitations of known mechanical transmission systems to be overcome by removing the mechanical drive and replacing it with electrical actuation (i.e., provided using cables and circuits).

[0031] like Figure 2 The drive-by-wire system, schematically shown and generally indicated by 10, includes one or more manually operated drive elements 12 mounted on the sailboat 100 (schematically shown) so that it can be operated by a crew operator (e.g., a miller in the case of a racing or race boat).

[0032] In a possible implementation, as schematically shown, each manually operated drive element 12 may include one or more cranks 14 (typically a pair) carried by a base 15 having a base securely coupled to the deck of the sailboat 100 and in a suitable position accessible to the crew.

[0033] Specifically, according to one aspect of this solution, each manually operated drive element 12 is coupled to a respective primary electric motor 16, which is configured to collect the motion of the same manually operated drive element 12 and convert it into electrical energy.

[0034] In the illustrated embodiment, the primary electric motor 16 is coupled to the crank 14 of the drive element 12, for example, by coupling its own axis of rotation to the axis of rotation of the crank 12 via a 90° joint 17 and a suitable gear system 17′ (e.g., planetary gear type).

[0035] The drive-by-wire actuation system 10 includes a circuit 18, and in particular a cable 19, preferably of a flexible type, which electrically couples the aforementioned primary electric motor 16 to an actuator 20, which will operate on the sailboat 100, for example, electrically coupled to a winch 21 and / or a hydraulic actuator 22 (e.g., a rotary hydraulic pump).

[0036] As schematically shown, a single manually operated drive element 12 can be coupled to a plurality of actuators 20, winches 21 and / or hydraulic actuators 22 through a suitable arrangement of circuitry 18, particularly the suitable wiring of the corresponding cables 19.

[0037] According to one aspect of this solution, the aforementioned actuator 20, winch 21 and / or hydraulic actuator 22 are provided with their respective secondary electric motors 24, which are configured to receive electrical energy generated by the primary electric motor 16 of the drive element 12 from the circuit 18, and may convert the electrical energy into actuating movement of the respective actuator 20 via a suitable gear system 23 (e.g., planetary gear type).

[0038] The actuation of each actuator 20 may be intended, for example, to perform manipulations via pipeline operation (e.g., raising, lowering, or trimming the sail 101 of the sailboat 100) and / or to perform manipulations via hydraulic operation (e.g., maneuvering the mast 102 or the wing of the same sailboat 100).

[0039] by Figure 2 In a manner not shown, the circuitry 18 of the wire-driven actuation system 10 may include appropriate switching elements (or “switches”) to selectively direct electrical energy to one or more of the actuators 20, winches 21, and / or hydraulic actuators 22, for example coupled to each drive element 12, depending on commands given by the operator via appropriate interface elements (such as control panels or buttons or similar interface elements (not shown here)).

[0040] The drive-by-wire actuation system 10 also includes a control unit 30 coupled to the aforementioned circuit 18, primary electric motor 16 and secondary electric motor 24, and configured to monitor and control the operation of the same drive-by-wire actuation system 10, as will be described in more detail below.

[0041] Therefore, the described drive-by-wire actuation system 10 advantageously allows the mechanical transmission between the manually operated drive element 12 (e.g., crank 14) and the actuator 20 (e.g., winch 21 and / or hydraulic actuator 22) to be physically disconnected by removing the mechanical transmission components and replacing them with cables and circuits.

[0042] The drive-by-wire actuation system 10 enables the appropriate control logic to be implemented by the control unit 30, for example, to optimize the power generated based on multiple operating parameters (in terms of rotational speed and torque).

[0043] Furthermore, as will be described below, the manually operated drive element 12, which is virtually "decoupled" from the actuator 20 (i.e., from the winch 21 and / or the hydraulic actuator 22), can also be used for other purposes, such as generating electrical energy via its respective primary electric motor 16 for storage in an energy storage system (including, for example, a battery) installed on the sailboat 100.

[0044] At least under certain operating conditions, the same energy storage system can allow for servo assistance for the aforementioned operations of actuator 20.

[0045] Furthermore, advantageously, the drive-by-wire actuation system 10 can be associated with an energy recovery function, for example, by using energy autonomously generated by the actuator 20 under specific operating conditions, such as via the winch 21 during operations involving lowering or slackening the sail, or via the hydraulic actuator 22 in cases involving operations involving autonomous energy generation in an associated hydraulic circuit.

[0046] Advantageously, the recovered energy can be used, for example, to recharge the energy storage system or for other purposes on the Sailboat 100.

[0047] Therefore, the drive-by-wire actuation system 10 described herein allows for the following benefits:

[0048] Increased efficiency, because removing the mechanical transmission allows for increased efficiency and thus allows less energy to be dissipated as heat;

[0049] Increased layout freedom, as the flexible cable 19 can be positioned and routed in any suitable manner, such as allowing the base 15 and winch 21 and / or hydraulic actuator 22 to be positioned in any desired location on the sailboat 100 (generally allowing for optimized positioning and space occupancy).

[0050] Greater degrees of freedom and control possibilities, because no mechanical constraints allow for the implementation of advanced control strategies (e.g., any variable transmission ratio between applied mechanical force and actuation speed).

[0051] The possibility of additional functions is that energy generated by human operation (e.g. by the crew miller) or by the same actuator 20 in the recovery phase can be used to recharge the energy storage system, and / or the same energy storage system can allow for additional functions (e.g., adjusting the sails during the cruising and navigation phase of the sailboat 100, outside of racing or event conditions, in the absence of manpower).

[0052] The same actuator 20 can be easily actuated by several different drive elements 12, since the sum of power occurs at a certain electrical level in this case, thereby eliminating the need to introduce, for example, the same torque into the mechanical transmission system to effectively actuate the same actuator.

[0053] refer to Figure 3 The possible implementation schemes of the drive-by-wire actuation system 10 will now be described in more detail.

[0054] As described above, the drive-by-wire actuation system 10 includes a certain number N (where N≥1) of manually operated drive elements 12 (for simplicity, Figure 3(Only one is shown), which receives mechanical power as input from the crew operator, for example, via the crank 14 carried by the base 15 (each manually operated drive element 12 can have at least one crank 14, typically a pair of cranks 14, as human input).

[0055] Each drive element 12 includes: a respective primary electric motor 16; a mechanical coupling element 31 between the primary electric motor 16 and the crank 14, for example represented by a 90° joint; and a reduction element 32, for example of a planetary gear type, coupled between the aforementioned mechanical coupling element 31 and the primary electric motor 16 and configured to change the reduction ratio for power transmission (e.g., among two or more selectable reduction ratios, one of which can provide a single reduction ratio, and at least one of which can provide a reduction ratio greater than one, such as 1:3, 1:5, or 1:10).

[0056] The drive element 12 also includes an inverter 34 electrically coupled to the primary electric motor 16 and inserted between the primary electric motor 16 and the circuit 18. In a manner known per se, the inverter 34 is designed to manage the electrical energy fed into the circuit 18 by the primary electric motor 16, for example, through a suitable DC-to-AC conversion (or vice versa).

[0057] In addition, the inverter 34 includes a corresponding controller 34' provided, for example, by a microcontroller, microprocessor or similar digital processing element, which is configured to control the operation of the inverter 34 and generally controls the operation of the primary electric motor 16.

[0058] The inverter 34 and controller 34' can be optionally integrated into the corresponding primary electric motor 16.

[0059] The switch box indicated by 36 selectively couples the output of each drive element 12 (specifically the output corresponding to the inverter 34) to one or more (optionally coupled to each) of the actuators 20 in the drive-by-wire actuation system 10 via the electrical bus 35 (particularly the current bus) of the circuit 18. (For simplicity, in Figure 3 Only two of these actuators 20 are shown in the image.

[0060] Each of the aforementioned actuators 20 (M, M≥1), such as winch 21 and / or hydraulic actuator 22 (e.g., pump type), includes: a respective inverter 37 coupled to an electrical bus 35 to receive electrical energy supplied by one or more drive elements 12, and designed to manage that electrical energy, for example, through appropriate AC-to-DC conversion (or vice versa); a respective secondary electric motor 24 connected to the output of the inverter 37; and a respective reduction element 38, such as a planetary gear type reduction element coupled to the output of the secondary electric motor 24, and configured to change the reduction ratio of the power transmission used to perform manipulation (e.g., via line operation in the case of winch 21, or via hydraulic circuit operation in the case of hydraulic actuator 22).

[0061] As previously discussed, the inverter 37 is associated with a corresponding controller 37′ provided, for example, by a microcontroller, microprocessor or similar digital processing element, which is configured to control the operation of the inverter 37 and the secondary electric motor 24.

[0062] Inverter 37 and controller 37′ can be optionally integrated into the corresponding secondary electric motor 24.

[0063] The drive-by-wire actuation system 10 also includes, for example, a control node 39 of the CAN (Controller Area Network) type, which is coupled to the controller 37' of the primary electric motor 16 and the secondary electric motor 24, and is also communicatively coupled, for example, via a CAN communication line to the control and management unit (not shown here) of the sailboat 100, which is referred to as the BCU (Boat Control Unit) 40. The control and management unit is configured to control and manage the general operation of the same sailboat 100 in a known manner, and therefore will not be described in detail here.

[0064] In the illustrated embodiment, a capacitor element 41 with a storage capacitance is also coupled to an electrical bus 35 (specifically, having a first terminal coupled to the electrical bus 35 and a second terminal coupled to a reference or ground GND terminal).

[0065] For example only, Figure 4 A possible connection diagram in the drive-by-wire actuation system 10 is shown, in this case, a connection diagram between four drive elements 12 (referred to as AD) on a base type 15 carrying a pair of cranks 14 and four actuators 20, specifically three winches 21 (referred to as A'-C') and one hydraulic actuator 22 (referred to as D'). The same... Figure 4 An electrical bus 35 is shown, and the drive element 12 and actuator 20 are coupled to an associated capacitor element 41 via a switching assembly 36, which has a corresponding storage capacitance.

[0066] Such as Figure 4 As shown, each drive element 12 can be associated with a corresponding user interface element 49, for example via a physical button or panel, to achieve a connection with the corresponding actuator 20 (connection via a control unit 30 (not shown here) that controls the aforementioned switch assembly 36).

[0067] When several drive elements 12 select the same actuator 20 (e.g., the same winch 21), these drive elements 12 add up the applied power and distribute the associated force feedback (as described below). Furthermore, different drive elements 12 can actuate different actuators 20 to simultaneously perform different maneuvers.

[0068] You can also select control modes that can be implemented by the control unit 30 from the user interface (as will be described in detail below).

[0069] In another implementation, such as Figure 5 As shown, the drive-by-wire actuation system 10 may include an energy storage unit 42 (including, for example, a battery or battery pack, such as having a 48V voltage output) mounted on the sailboat 100, which may be selectively connected to the circuit 18 via the same switching assembly 36.

[0070] The energy storage unit 42 can be coupled to an energy recovery system (e.g., solar panels, wind power system or hydroelectric generator) that may be present on the sailboat 100 in a known manner not described in detail herein.

[0071] Additionally, a current sensing / interruption element 43 is inserted between the output of the energy storage unit 42 and the switching assembly 36 to sense current flow and potentially interrupt that flow (acting as an electric fuse).

[0072] In this embodiment, circuit 18 is precharged by energy storage unit 42 and maintained at the nominal operating voltage.

[0073] Furthermore, in this embodiment, the current sensing / interruption element 43 allows the legitimacy of manipulation to be demonstrated in the case of competitions or other types of events, i.e., the same manipulation is specifically performed using human energy (as required by competition regulations).

[0074] Conversely, servo assistance can be provided for the same maneuvering during cruise or in any situation outside of racing conditions, where the energy from the aforementioned energy storage unit 42 is generated, for example, by a recovery system (and is therefore energy of a non-human origin).

[0075] Typically, in the two embodiments described, the aforementioned control node 39 cooperates with the BCU 40 and the controllers 34', 37' of the primary electric motor 16 and the secondary electric motor 24 to realize the control unit 30 of the drive-by-wire actuation system 10, which is coupled to the switching assembly 36 to manage the connection between the drive element 12 and the load (i.e., the actuator 20) according to an appropriate control strategy.

[0076] Specifically, the control unit 30 is configured to control the operation of the primary electric motor 16 and the secondary electric motor 24 by means of appropriate control, which may alternatively be voltage, torque or speed control.

[0077] Typically, this control can be based on the quantities now listed that are associated with each subsystem constituting the aforementioned drive-by-wire actuation system 10.

[0078] Regarding the drive element 12, the input variable for control may include the torque T generated by the crank 14. HAN，PED The speed S of the same crank 14 HAN，PED (It depends on the strength of the crew operator and is also affected by the resistance torque T) EM, PED The influence of resistance torque T EM，PED This can be applied to the same crank 14 by a corresponding primary electric motor 16; and an indication of speed changes (e.g., depending on the crew's activation of a button or similar user interface element 49). The output variable can include the aforementioned resistance torque T applied by the primary electric motor 16. EM，PED (It is also based on the torque acting on the load, for example, in the case of winch 21, this torque is caused by the resistance of the corresponding line), the corresponding rotational speed S of the primary electric motor 16. EM，PED (It is based on the speed S of crank 14) HAN，PED ) and the voltage V generated by the primary electric motor 16 EM，PED (its resistance torque T) EM，PED Influence).

[0079] Typically, for drive element 12, the following relationship applies to the generated output power:

[0080] .

[0081] Regarding the actuator 20, and in particular the winch 21, the input variables may include the torque and speed T generated by the primary electric motor 16 of the associated drive element 12. EM，PED S EM，PED (In the case where multiple drive elements 12 are coupled to the same actuator 20, one of them can be considered as the primary or "master" that determines the aforementioned torque and speed values), the power P generated by the primary electric motor 16 of the drive element 12 associated with it.EM，PED The output variable may include the torque T of the corresponding secondary electric motor 24. EM，WIN (It is based on the torque T acting on the same winch 21) WIN and the torque generated by the drive element 12), and the speed S of the corresponding secondary electric motor 24 EM，WIN (It is based on the speed S of the associated crank 14) HAN，PED and the power P generated above PED ), the rotation direction of the secondary electric motor 24 (which is indicated according to the speed change mentioned above).

[0082] Similar considerations can be made regarding the input / output variables related to the hydraulic actuator 22 in the drive-by-wire actuation system 10 described in detail above.

[0083] Considering efficiency ratio The power generated by actuator 20 is the power generated by its associated drive element 12 (equal to K). PED The number is determined.

[0084] Usually, such as Figure 6 As schematically shown, the control logic provided by the control unit 30 in the drive-by-wire system 10 depends on the input on the drive element 12 (e.g., according to the torque T generated by the crank 14). HAN，PED and speed S HAN，PED This generates subsequent actuation of actuator 20 (e.g., based on the torque T of winch 21). WIN and speed S WIN Or the torque T of the hydraulic actuator 22 PUMP and speed S PUMP ).

[0085] Furthermore, the control logic provides appropriate feedback so that the crew operator can have feedback on actuation, sense how much load is present, for example, in order to promptly address any anomalies, given the lack of traditional force feedback guaranteed by mechanical transmission. This feedback on actuation is crucial when operating the winch 21 under poor visibility conditions, such as at night.

[0086] In the case of the wire-driven actuation system 10, this feedback can be virtually regenerated in several ways: optionally, appropriate deceleration can be achieved through force feedback on the drive element 12 (e.g., on the crank 14 of the base 15). (In particular, this force feedback can be achieved through torque T generated by the associated primary electric motor 16.) EM，PED (to achieve); through tactile feedback via vibration on the same driving element 12; through visual feedback; through auditory feedback.

[0087] A variety of possible control strategies that can be implemented by the control unit 30 via controllers 34' and 37' of the primary electric motor 16 and the secondary electric motor 24 are now outlined. These control strategies can be implemented, for example, based on commands given by the crew operator via user interface element 49.

[0088] In the fixed ratio mode, the speed ratio between the drive element 12 and the actuator 20 is applied via the aforementioned user interface and can be selected from a set of discrete ratios.

[0089] In variable ratio mode (similar to CVT - continuously variable transmission - control), the speed ratio can be continuously varied, for example, with the aim of maximizing the speed of actuator 20 each time depending on the load.

[0090] Considering the efficiency ratio (basically, the power available to actuator 20 cannot exceed the power generated), these fixed or variable ratio modes can be implemented under racing or event conditions and are generally subject to the (equal power) condition where the power generated by actuator 20 is equal to the power generated by its associated drive element 12.

[0091] Furthermore, a servo-assisted mode can be implemented, particularly under cruising (non-race or racing) conditions, which provides the possibility of using auxiliary power generated by the recovery system to assist manpower provided by the crew operator via drive element 12; as mentioned above, auxiliary power can be provided from energy storage unit 42 (including batteries).

[0092] Furthermore, the recharging mode can be implemented by the aforementioned energy storage unit 42, which can also be used outside of competition or racing situations, such as in cases of insufficient energy (where the aforementioned recovery system cannot meet energy demands due to environmental conditions or other reasons). In this case, the electricity generated by the crew using the drive element 12 can be stored in the energy storage unit 42, which will then recharge the corresponding battery.

[0093] In addition, as mentioned above, the energy that may be generated autonomously by the actuator 20 can also be used together with the energy recovery function to recharge the aforementioned energy storage unit 42, or in any case for different operations on the sailboat 100.

[0094] refer to Figure 7 The block diagram and Figures 8A-8C The diagrams in the figure now describe in more detail the possible operating schemes of the drive-by-wire actuation system 10 (refer to the implementation without the energy storage unit 42).

[0095] Initially, in phase 50, the system is shut down, awaiting intervention from the crew operator for drive element 12.

[0096] The intervention occurs at stage 51, for example by actuating a crank 14 associated with one or more bases 15 (resulting in a speed S of the same crank 14). HAN，PED Increase).

[0097] This actuation involves charging the storage capacitance of capacitor element 41, causing an increase in voltage at its terminals, and thus increasing the voltage V on electrical bus 35. BUS Increase, as shown in stage 52.

[0098] Once the voltage reaches the nominal voltage (V) nom In stage 54, the power transmission between the drive element 12 and the corresponding actuator 20 (in line control mode) is activated, for example by actuation of the associated winch 21, whose speed S... WIN and torque T WIN Increase them until they reach the appropriate value determined by the control logic.

[0099] As mentioned above, these values ​​are typically (and must be under competition conditions) based on the human actions performed by the crew.

[0100] As shown in stage 55a, the drive control logic implemented by the control unit 30 as described above can provide the voltage V on the electrical bus 35. BUS Closed-loop control, for example, of the resistance torque T applied to the drive element 12 by the corresponding primary electric motor 16. EM，PED influential.

[0101] According to a possible aspect of this solution, the drag torque can advantageously keep the crew operator (e.g., a miller in a race or competition) within a speed range where greater biomechanical efficiency exists (thus achieving maximum efficiency tracking logic). In this regard, for example, it is known to provide this maximum efficiency at a rotational speed of approximately 80 revolutions per minute (rpm) of crank 14.

[0102] As indicated in stage 55b, alternatively, the control logic described above can provide closed-loop control of the speed and / or torque of the secondary electric motor 24 of the aforementioned actuator 20 (winch 21 and / or hydraulic actuator 22) based on human input from the crew.

[0103] As an alternative, as shown in stage 55c, the control logic can provide control over the rotation direction of the same secondary electric motor 24 of the actuator 20, and in particular the rotation direction of the winch 21, to achieve the associated mechanical shifting.

[0104] The advantages of this solution are obvious from the foregoing.

[0105] In any case, it is emphasized again that, compared with traditional solutions based on mechanical transmission systems, the drive-by-wire actuation system 10 allows for increased efficiency, greater layout freedom, greater freedom and control possibilities, and the possibility of implementing additional functions, such as human energy or energy generated by the same actuator during the recovery phase, which can be used to recharge the energy storage system and / or implement servo-assisted functions.

[0106] Furthermore, it is clear that modifications and changes may be made to the above description without departing from the scope defined by the claims.

[0107] In particular, it is emphasized that the wire-driven actuation system 10 can be advantageously implemented for any type of vessel to actuate any number and type of actuators, even those different from the winches and hydraulic actuators specifically mentioned above, such as winches, chucks, anchors, or any other system on board that needs to be actuated.

Claims

1. An actuation system (10) for actuating an actuator in a sailboat (100), comprising the following components on the sailboat (100): One or more drive elements (12) that can be operated by a crew operator; One or more actuators (20) are configured to be driven by the drive element (12). The drive element (12) is provided with its own primary electric motor (16), and the actuator (20) is provided with its own secondary electric motor (24). The actuation system (10) also includes a circuit (18) configured to electrically couple the primary electric motor (16) and the secondary electric motor (24). in, The primary electric motor (16) is configured to convert the driving motion of each of the driving elements in the driving element (12) into electrical energy in the circuit (18); and the secondary electric motor (24) is configured to convert the electrical energy in the circuit (18) into actuating motion of each of the actuators (20).

2. The actuation system according to claim 1, wherein, The drive element (12) is mechanically disconnected from the actuator (20).

3. The system according to claim 1 or 2, wherein, The actuator (20) includes one or more of a winch (21) and a hydraulic actuator (22).

4. The system according to any one of the preceding claims, comprising a control unit (30) coupled to the circuit (18), the primary electric motor (16) and the secondary electric motor (24), the control unit (30) being configured to monitor and control the operation of the actuation system (10).

5. The system according to claim 4, wherein, The control unit (30) is configured to use the energy generated by the actuator (20) to achieve energy recovery under specific operating conditions.

6. The system according to claim 4 or 5, wherein, The control unit (30) is configured to generate and provide feedback to the crew operator indicative of the load on the actuator (20), the feedback being virtually generated by one or more of the following: force feedback; tactile feedback; visual feedback; and auditory feedback.

7. The system according to claim 6, wherein, The control unit (30) is configured to realize the force feedback as a resistance torque (T) on the drive element (12) generated by the corresponding primary electric motor (16). EM，PED This ensures that the crew operator's driving motion remains within an operating range optimized for biomechanical efficiency.

8. The system according to any one of claims 4-7, wherein, The control unit (30) includes respective controllers (34', 37') for the primary electric motor (16) and the secondary electric motor (24), as well as a control node (39) coupled to the controllers (34', 37') and also configured to communicatively couple with the control and management unit (40) of the sailboat (100).

9. The system according to any one of claims 4-8, wherein, The control unit (30) is configured to generate a drive torque for the actuator (20) based on a fixed selectable ratio or a continuously variable ratio between the speed of the drive element (12) and the speed of the actuator (20).

10. The system according to any one of claims 4-9, further comprising an energy storage unit (42) mounted on the sailboat (100), the energy storage unit (42) being selectively connectable to the circuit (18); wherein, Under certain operating conditions, the control unit (30) is configured to use energy associated with the movement of the drive element (12) to recharge the energy storage unit (42).

11. The system according to claim 10, wherein, The control unit (30) is configured to provide servo assistance for the operation of the drive element (12) by the crew operator based on the energy stored in the energy storage unit (42).

12. The system according to claim 10 or 11, wherein, The energy storage unit (42) is coupled to the circuit (18) via a current sensing element (43) inserted between the output of the energy storage unit (42) and the circuit (18); the current sensing element (43) is also controlled to interrupt the current flow between the energy storage unit (42) and the circuit (18).

13. The system according to any one of claims 4-12, comprising a switching assembly (36) configured to be controlled by the control unit (30) to selectively couple the output of each of the drive elements (12) to one or more of the actuators (20) via an electrical bus (35) of the circuit (18); the actuation system (10) further comprising a human-machine interface (49) operable by the crew operator; wherein the control unit (30) is coupled to the human-machine interface (49) to enable control of the switching assembly (36).

14. The system according to any one of the preceding claims, wherein, The control unit (30) is coupled to the drive element (12) via a flexible cable (19) of the circuit (18).

15. The system according to any one of the preceding claims, wherein, The drive element (12) includes one or more cranks (14) carried by a base (15) having a base firmly coupled to the base of the sailboat (100).

16. A sailboat (100) comprising an actuation system (10) according to any one of the preceding claims.

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