Hybrid-powered boat engine control system

Abstract

The invention relates to a control system (2) for the motorization of a boat (1) with hybrid motorization, the system comprising a first powertrain comprising a first propeller (31) driven by a first engine (41) and a second powertrain comprising a second propeller (32) driven by a second engine (42), the type of the first powertrain being distinct from the type of the second powertrain, the system comprising control members (71, 72) for the first and second powertrains, at least one first acquisition unit (61) capable of estimating a speed of the first propeller and a control unit (8) arranged to determine a speed setpoint (P72) of the second engine from the speed estimated (RPM41) by the first acquisition unit and the commands required via the control members and to apply said determined setpoint to the second engine. Figure to be published with the abstract: Fig. 1

Description

Title of the invention: System for controlling the motorization of a boat with hybrid motorization

[0001] The invention relates to the field of boat propulsion. More specifically, the invention relates to the field of hybrid propulsion boats.

[0002] Boats, and in particular sailboats and catamarans, may conventionally comprise a pair of propellers, for example propellers, each driven by a thermal engine, for example arranged on either side of their hull. This pair of propellers makes it possible to steer the trajectory of the boat, to extend the navigation autonomy and to compensate for the absence of wind. Each engine is connected to its propeller by a system for transmitting the torque from the engine to this propeller, the assembly forming a powertrain. Each transmission system may in particular, for example, comprise a reducer / reverser making it possible to adapt the engine speed and its direction of rotation. Each powertrain is usually controlled by a lever or a handle making it possible to cause a variation in the speed and direction of rotation of the propeller driven by the engine of this group.These levers are generally juxtaposed, so that the pilot can control both power units simultaneously and identically, with a single hand. A single angular variation of these levers thus results in an identical response from both propellers, the boat thus moving in a straight line.

[0003] However, in the context of a hybridization of the boat, for example where one of the thermal engines would be replaced by an electric motor, this ease of piloting is no longer accessible. Indeed, the response of an electric motor to a given angular variation of its lever is significantly different from that of the thermal engine for the same angular variation of its lever. It is in fact known that the power developed by an electric motor is substantially linear with an increase in engine speed, for very low speeds, then decreases slowly, while the power developed by a thermal engine has more of a bell curve profile. In addition, the direction of rotation of the electric motor can generally be reversed while a thermal engine only allows one direction of rotation, and therefore requires an inverter.

[0004] Therefore, a simultaneous angular variation of the two levers, by a single hand, would result in two separate propulsions and therefore a drift in the orientation of the boat with respect to the required orientation and a gap between the required acceleration and the actual acceleration of the boat. The pilot of the boat would thus have to correct the angular variation of one of the levers to find a homogeneous behavior of the two thrusters.

[0005] This problem can be generalized to other cases, the boat pilot expecting homogeneous propulsion from each of the propellers regardless of the types of powertrain used, their number or the way in which he pilots the boat. Indeed, one of the engines can also participate in the drive of a generator, a refrigeration unit or electronic equipment of the boat, or even in the load of an electrical power source of the other engine, which impacts its performance. The age or characteristics of the engine, the load of the boat itself and the climatic conditions can also impact the performance of this engine. The correction that must be applied to the angular variation of the lever of this engine is therefore not the same depending on the circumstances, which complicates the pilot's task.

[0006] It will also be noted that this problem is not limited to a thermal / electric hybridization of the boat's engines, but arises when one of the boat's powertrains is of a different type from that of another powertrain of this boat. This is particularly the case when the engines of these groups are of different types and / or have different characteristics, elements and / or ages, and / or when the systems for transmitting the engine torque to the propeller are distinct from one group to another, for example when only one of the groups is equipped with a reduction gear.

[0007] There is thus a need for a system for controlling the motorization of a boat with hybrid motorization, that is to say comprising two power units of distinct types, overcoming the disadvantages cited, and making it possible to obtain substantially identical behavior for each of the propellers of this boat in response to the same command exerted by the control members on these units, whatever the endogenous and exogenous conditions of circulation of the boat.

[0008] The present invention is placed in this context and aims to meet this need.

[0009] For these purposes, the invention relates to a system for controlling the motorization of a hybrid motorized boat, the system comprising a first powertrain comprising a first propeller driven by a first engine and a second powertrain comprising a second propeller driven by a second engine, the type of the first powertrain being distinct from the type of the second powertrain, the system comprising a control member for the first powertrain and a control member for the second powertrain, at least one first acquisition unit capable of estimating a speed of the first propeller and a control unit arranged to determine a speed setpoint of the second engine from the speed of the first propeller estimated by the first acquisition unit, of a command required via the control member of the first power unit and a required command via the control member of the second power unit and to apply said determined instruction to the second engine.

[0010] It is thus understood that the control unit can model, via the regime estimated by the first acquisition unit, the behavior of the first propellant in response to a request expressed via the control member of the first powertrain, for example according to different operating cases. The or each model will thus make it possible to express the response of the first propellant to an action exerted by this control member, so that the control unit can determine a correction law to be applied to an action exerted by the other control member, so that the behavior of the second propellant in response to the same request expressed via the control member of the second powertrain is homogeneous to that of the first propellant, under the same conditions.The control unit will thus be able to directly determine the speed of the second engine from this correction law, or alternatively first determine the speed of the second propellant from this correction law and then determine the speed of the second engine. In other words, the correction law making it possible to obtain the speed setpoint of the second engine allows the second power unit to mimic the behavior of the first power unit, so that the propellants of these groups develop thrust homogeneously, thus avoiding the pilot having to correct his actions on the control organs himself.

[0011] In the invention, the term "type of a powertrain distinct from the type of another powertrain" means the fact that the engines of these groups are of different types and / or have different characteristics, elements and / or ages, and / or the fact that the transmission systems of these groups are of different types and / or have different characteristics, elements and / or ages, thus reflecting differences in behavior between the two groups. This will be the case, for example, when the first engine is a heat engine and the second engine is an electric motor or when the two engines are heat engines but the reducers associated with these engines are of different types.

[0012] Advantageously, the control member of the first powertrain and / or the second powertrain may be a manual, mechanical control member, such as a lever or a joystick, or an electronic control member, such as an electronic interface. Alternatively, it may be an automatic control member.

[0013] According to an exemplary embodiment of the present invention, in the case where one of the first and second engines is a heat engine, the control member of this heat engine may be a lever or a handle controlling the degree of opening of the gases of the heat engine. The control member of the heat engine can for example be connected to a controller of the heat engine, which is capable of controlling the degree of opening or closing of a gas intake valve of the heat engine depending on the angle applied to said lever or to said handle.

[0014] According to an exemplary embodiment of the present invention, in the case where one of the first and second motors is an electric motor, the control member of this electric motor may be a lever or a handle controlling the rotation speed of the electric motor. The control member of the electric motor may for example be connected to an electronic speed variator capable of controlling the frequency of an alternating current delivered to the electric motor as a function of the angle applied to said lever or to said handle.

[0015] In the present invention, the term "command required via a control member of a power unit" is understood to mean both the action applied by a pilot of the boat to this control member, such as the angle or amplitude applied to a lever or a handle, and the speed setpoint derived from this action, whether it is the speed setpoint of the engine of this group, such as a number of revolutions per minute, a demand for power or torque from said engine or even a degree of opening of a valve or a rotation speed of said engine, or whether it is the speed setpoint of the propeller of this group, such as a demand for thrust, or even a speed or acceleration setpoint of the boat.

[0016] Advantageously, the first acquisition unit may be arranged to periodically estimate the speed of the first propellant and to transmit said estimate to the control unit. Where appropriate, the control unit is arranged to periodically determine said speed setpoint of the second engine from each estimate received from the first acquisition unit.

[0017] For example, the first acquisition unit may comprise a speed sensor of the first engine. For example, in the case of a heat engine, this may be a sensor embedded in the heat engine, in particular an inductive or Hall effect type sensor placed at the heat engine or at an alternator of said heat engine. Where appropriate, the acquisition unit may be arranged to estimate the speed of the first propellant from the measured speed of the first engine, the characteristics of the system for transmitting the engine torque to the first propellant being known. Alternatively, the first acquisition unit may comprise a computer of a controller of the first engine capable of estimating a speed of the first engine, this information being available or calculable by this computer.Alternatively, the first acquisition unit may comprise a speed sensor of the first propellant, for example arranged at the level of a shaft of the first propellant. In this case, the speed of the first propellant is directly estimated by the first acquisition unit.

[0018] Advantageously, the control unit is arranged to determine a speed setpoint of the first engine from said command required via the control member of the first powertrain and to simultaneously apply said determined speed setpoints respectively to the first and second engines. For example, in the case where the first engine is a heat engine, the control unit is configured to deliver to the controller of the heat engine a signal having a value controlling the degree of opening of the throttle, said value being determined by the control unit as a function of said speed setpoint of the heat engine, which is determined from the amplitude or degree of maneuver of said lever or said control handle of the heat engine.

[0019] Advantageously, when the commands required via the control members are identical, the control unit is arranged to determine said speed setpoint of the second engine so that the speed of the second thruster is substantially identical to that of the first thruster. Therefore, the power developed by the second thruster is substantially identical to that developed by the first thruster, so that the propulsion forces generated by the first and second thrusters are substantially identical, as expected by the pilot of the boat.

[0020] In an exemplary embodiment of the invention, the system comprises a unit for producing electrical energy from the first powertrain. Where appropriate, the control unit is arranged to determine said speed setpoint of the second engine as a function of the resistive torque resulting from the load exerted by the electrical energy production unit on the first powertrain. In other words, the behavior of the second propellant remains identical to the behavior of the first propellant, even if a load is exerted by said electrical energy production unit on the first engine. Advantageously, the electrical energy production unit may comprise an electrical energy storage unit and a unit for recharging said electrical energy storage unit from mechanical work performed by the first powertrain.For example, in the case where the second engine is an electric motor, said electrical energy storage unit may be capable of electrically powering this electric motor or, alternatively, a generator set on board the boat.

[0021] Advantageously, the control unit comprises a memory in which at least two distinct models of the speed of the first propellant are stored as a function of the value of a command required via the control member of the first powertrain. Where appropriate, the control unit is arranged to select one of said models of the speed of the first propellant from the speed of the first propellant estimated by the first acquisition unit and said command required via the control member of the first powertrain and to determine said speed setpoint of the second engine from the selected first thruster speed model and said command required via the control member of the second powertrain. Each model can thus define a behavior of the first thruster in response to a request expressed via the control member of the first powertrain, according to a given operating case, corresponding to a given first engine load, a given first engine operating state, a given boat load and / or given climatic conditions. The command torque expressed via the control member of the first powertrain - first thruster speed estimated by the first acquisition unit thus allows the control unit to determine which model is applicable to the current situation and then to define a speed setpoint of the second engine, and therefore of the second thruster, making it possible to mimic this model.

[0022] Advantageously, the system may comprise a second acquisition unit capable of estimating a speed of the second propellant, at least two distinct models of the speed of the second propellant as a function of the value of a command required via the control member of the second powertrain being stored in the memory of the control unit. Where appropriate, the control unit is arranged to select one of said models of the speed of the second propellant from the speed of the second propellant estimated by the second acquisition unit and to determine said speed setpoint of the second engine from the selected model of the speed of the first propellant, the selected model of the speed of the second propellant and said command required via the control member of the second powertrain.Since the behavior of the second thruster can itself vary depending on its operating condition, its age and external conditions, these characteristics make it possible to take these variations into account in order to obtain behaviors of the first and second thrusters that are homogeneous, whatever the situation.

[0023] Preferably, the first acquisition unit is arranged to periodically estimate the speed of the first propellant and to transmit said estimated speed to the control unit. Where appropriate, the control unit is arranged to determine whether the doublet formed by said estimated speed and by said command, in particular corresponding to said estimated speed, required via the control member of the first powertrain corresponds to one of the speed models of the first propellant stored in its memory and, in the event of a match, to select said corresponding speed model stored in its memory, and, in the opposite case, to trigger a learning of a new speed model of the first propellant and store said new speed model of the first propellant in its memory.

[0024] For example, the correspondence between said doublet and one of the regime models of the first thruster may be established by the control unit by selecting each model stored in its memory for which the difference between said estimated speed and the value of said model for said command is less than a given threshold and by selecting the model for which this difference is minimum. Alternatively, the calculation unit may be arranged to implement a machine learning algorithm, for example of the classifier type, making it possible to classify said doublet among all the models stored in its memory.

[0025] Alternatively or cumulatively, one or a plurality of regime models of the first propellant may be established in advance by the control unit by subjecting the first engine to different commands and for different loads and / or different operating conditions.

[0026] Advantageously, the control unit may be arranged to implement an automatic learning algorithm to learn said new regime of the first propellant. Alternatively, the control unit is arranged to store in its memory each estimated regime of the first propellant, after the learning has been triggered, corresponding to a new value of said command, this estimation-command doublet being stored by being associated with said new model.

[0027] Where appropriate, the control unit may be arranged to determine a correction law for said required command via the control member of the second powertrain from the speed model of the first selected powertrain and possibly from the speed model of the second selected powertrain, the command corrected using said correction law forming said speed setpoint of the second engine. For example, the control unit may be arranged to implement an algorithm of the least squares method, linear or logistic regression, or machine learning type in order to determine said correction law.

[0028] Advantageously, the first motor can be a heat engine and the second motor can be an electric motor.

[0029] The invention also relates to a boat with hybrid motorization comprising a system for controlling its motorization according to the invention.

[0030] The present invention is now described using examples which are purely illustrative and in no way limitative of the scope of the invention, and from the appended drawings, drawings in which the various figures represent:

[0031] [Fig.l] represents, schematically and partially, a boat with hybrid motorization equipped with a system for controlling this motorization according to an exemplary embodiment of the invention;

[0032] [Fig.2A] represents, schematically and partially, regime models of a heat engine; and

[0033] [Fig.2B] represents, schematically and partially, a model of the regime of an electric motor.

[0034] In the following description, elements that are identical, by structure or by function, appearing in different figures retain, unless otherwise specified, the same references.

[0035] [Fig.l] shows a schematic view of a boat 1 with hybrid motorization according to an exemplary embodiment of the invention. The boat 1 is equipped with a control system 2 for the motorization of the boat 2.

[0036] The system 2 thus comprises a first propellant 31 driven by a thermal engine 41 and a second propellant 32 driven by an electric motor 42.

[0037] In the example described, the heat engine 41 is provided with a controller 51 capable of controlling the degree of opening of a gas intake valve of the heat engine 41 as a function of a power demand instruction from the heat engine 41 that it receives. The controller 51 thus makes it possible, as a function of the instruction that it receives, to cause an increase, and possibly a decrease, in the speed of the heat engine 41 and therefore to control the thrust generated by the first propellant 31.

[0038] In the example described, the electric motor 42 is provided with an electronic speed variator 52 capable of controlling the frequency of an alternating current delivered to the electric motor 42 as a function of a power demand instruction from the electric motor 42 that it receives. The variator 52 thus makes it possible, as a function of the instruction that it receives, to cause an increase, and possibly a decrease, in the speed of the electric motor 42 and therefore to control the thrust generated by the second thruster 32.

[0039] Furthermore, each of the thermal 41 and electric 42 engines incorporates a sensor 61, respectively 62, capable of estimating or measuring a speed of this engine, measured in revolutions per minute (or rpm, from the English “revolutions per minute”). For the thermal engine 41, it could for example be a TDC sensor, or top dead center sensor. For the electric motor 42, the speed could be determined directly by the variator 52. In this example, the speed of the engine 41, respectively 42, measured by the sensor 61, respectively 62, is assimilated to the speed of the first propellant 31, respectively of the second propellant 32, it being thus considered that the systems for transmitting the engine torques to the propellants 31 and 32 have no influence on these speeds.It goes without saying that the invention is not limited to this embodiment and that it will be possible to envisage conversions from the engine speed to the propulsion speed, and vice versa, taking into account the characteristics of these propulsion systems, and in particular the presence of reducers, without departing from the scope of the present invention.

[0040] In order to allow the pilot of the boat 1 to control the thrust exerted by one and / or the other of the first and second thrusters 31 and 41, the system 2 comprises a pair of manual control members 71 and 72, formed by levers 71 and 72 arranged side by side, so that the pilot can manipulate them jointly with one hand. The angle that he applies to one and / or the other of the levers 71 and 72 thus translates a power demand from the thermal engine 41, respectively from the electric motor 42.

[0041] The system 2 also comprises an energy storage unit 91 and a power supply unit for the electric motor 42, associated with a recharging unit capable of being mounted to charge the thermal engine 4L. When the recharging unit is activated, the energy storage unit 91 is recharged from the mechanical work developed by the thermal engine 41, so that this unit 91 can continuously power the electric motor 42.

[0042] The system 2 also comprises a generator set 92 capable of being mounted to load the thermal engine 42, and making it possible, for example, to power a refrigeration unit, air conditioning or a heating system of the boat 1.

[0043] The system 2 comprises a control unit 8 connected to the levers 71 and 72 to receive this or these power requests.

[0044] In the example described, the control unit 8 comprises a memory 81 in which are stored a plurality of speed models ME1, ME2 of the electric motor 42 and a plurality of speed models MT1, MT2 and MT3 of the thermal engine 41, each speed model of an engine representing the evolution of the value of the speed of said engine, measured in revolutions per minute RPM, as a function of the value of a power demand P required via the controller controlling this engine, according to one or more operating conditions of this engine.

[0045] [Fig.2A] shows models of the MT1, MT2 and MT3 regimes of the thermal engine according to three examples of distinct operating conditions.

[0046] The MT1 model corresponds to a rise in speed of the thermal engine 41 under normal operating conditions. The MT2 model corresponds to a rise in speed of the thermal engine when the recharging unit of the energy storage unit 91 is mounted in charge of the thermal engine 4L. The MT3 model corresponds to a rise in speed of the thermal engine when the recharging unit of the energy storage unit 91 and the generator set 92 are mounted in charge of the thermal engine 4L.

[0047] [Fig.2B] shows models of the ME1 and ME3 regimes of the electric motor according to two examples of distinct operating conditions.

[0048] The ME1 model corresponds to a rise in speed of the electric motor 42 under normal operating conditions. The ME2 model corresponds to a rise in speed of the electric motor 42 under degraded climatic conditions, for example example for an ambient temperature far from the nominal operating temperature of the engine.

[0049] Although only certain regime models have been represented in [Fig.2A] and [Fig.2B], it goes without saying that the invention is not limited to this number of models, nor even to these examples of operating conditions alone. In particular, it would be possible to envisage a greater number of regime models of the thermal engine and / or the electric motor and / or other examples of operating conditions such as the age of these engines or even the laden weight of the boat 2.

[0050] In the example described, these different models have been established beforehand by the control unit 8, by placing each of the engines 41 and 42 in the operating conditions corresponding to these models and by subjecting these engines to a plurality of power demands. For each power demand, the speed sensors 61, 62 measure the speeds of the engines 41 and 42. The P-RPM doublets, i.e. power demand P - RPM of the engine measured by its sensor for this demand P, obtained for the same example of operating conditions then allow the control unit to determine the speed model associated with this example of operating conditions, for example by a least squares method, a model method or a Kalman filter.

[0051] We will now describe a mode of operation of the control system 2 and of the control unit 8.

[0052] When the pilot of the boat 1 manipulates the levers 71 and 72 to cause thrust by the thrusters 31 and 32, the angles of these levers are provided to the control unit 8.

[0053] The control unit 8 is arranged, on the one hand, to determine a speed setpoint, that is to say in the example described, a setpoint P71 for the power demand of the thermal engine 41 from the angle applied by the pilot of the boat to the lever 71 and to deliver an instruction containing said setpoint to the controller 51 of the thermal engine.

[0054] It is noted here that, for the models MT1 to MT3, the same setpoint P71 corresponds to different speed values ​​of the thermal engine 41, as shown in [Fig.2A]. Similarly, for a model of the thermal engine 41 and a model of the electric motor 42, the same setpoint P72' corresponds to different speed values ​​of this thermal engine 41 and this electric motor 42, as shown in [Fig.2B] on which the model MT1 has been reported in addition to the models ME1 and ME2. Therefore, these differences in behavior can mislead the pilot of the boat 2, who expects a homogeneous response from the two engines 41 and 42 when he manipulates the levers 71 and 72.

[0055] In order to overcome this problem, the control unit 8 is also arranged, on the other hand, to determine a power demand setpoint P72 of the electric motor 42 at from the angle applied by the boat pilot to the lever 72, from the RPM41 speed of the thermal engine 41 measured by the sensor 61 and from the RPM42 speed of the electric motor 42 measured by the sensor 62, and to deliver an instruction containing said instruction to the variator 52, simultaneously with the supply of the instruction to the controller 51.

[0056] More precisely, the P71-RPM41 doublet allows the control unit 8 to select, in its memory 81, a speed model corresponding to the operation of the thermal engine 41 under the current conditions. For example, the control unit 8 is arranged to select the speed model of the thermal engine 41 for which the difference between the measured speed RPM41 and the value of the model corresponding to the setpoint P71 is minimum and less than a given threshold. In the example of [Fig.2A], this is thus the model MT1.

[0057] It should be noted that the speed measurements by the sensors 61 and 62 are carried out periodically, so that the control unit 8 can select, in its memory 81, a speed model corresponding to the operation of the electric motor 42, using the different speed measurements RPM42 carried out by the sensor 62. In the example of [Fig.2B], this is the model ME1.

[0058] The control unit 8 can thus determine a correction law making it possible, from the angle applied by the boat pilot to the lever 72, to obtain a power demand setpoint P72 such that the speed RPM42 of the electric motor 42 measured by the sensor 62 is substantially identical to the speed of the thermal engine 41 which would be measured for the same angle applied to the lever 71, under the same operating conditions.

[0059] This correction law can for example be determined, in real time or in advance, by the control unit 8 by a least squares method, a model method or even a Kalman filter.

[0060] The setpoint P72 thus obtained is applied to the electric motor 42, via its variator 52, while the setpoint P71 is applied simultaneously to the thermal engine 41, via its controller 51.

[0061] The correction applied to the setpoint P72 thus allows the electric motor 42 to mimic the behavior of the thermal engine 41 according to the current operating conditions. For example, if the levers 71 and 72 are manipulated by the pilot of the boat 1 with the same angle, the pilot 1 therefore expects each of the thrusters 31 and 32 to cause an identical thrust. The setpoint P72 obtained by the control unit thus makes it possible to obtain a speed of the electric motor 42 substantially identical to that of the thermal engine 4L.

[0062] The speed measurements by the sensors 61 and 62 being carried out periodically, the setpoint P72 is thus corrected regularly by the control unit 8. In addition, the control unit 8 can select another speed model of the thermal engine 41 and / or the electric motor 42 if it notes a significant drift between the measurements made by these sensors and the model(s) selected up to now.

[0063] In an optional embodiment, in the case where the control unit 8 is unable to select a speed model for one of the engines 41 or 42 from a speed measurement obtained by one of the sensors 61 or 62, the control unit 8 can then trigger a learning of a new speed model for this engine. This may for example be a situation not foreseen in the different examples of operating conditions having made it possible to establish the speed models stored in the memory 81, the difference between a measured speed and the value of each model for the current control remaining greater than a given threshold.

[0064] The control unit 8 then stores all the measurement-command duplicates until a sufficient number of samples is obtained to establish a new regime model.

[0065] The preceding description clearly explains how the invention makes it possible to achieve the objectives it has set itself, namely to obtain substantially identical behavior for each of the engines of a boat with hybrid motorization, whatever the endogenous and exogenous conditions of circulation of the boat, by proposing a system for controlling the motorization of this boat in which a control unit corrects a speed setpoint of one of the engines from a speed measurement carried out on the other engine.

[0066] In any event, the invention cannot be limited to the embodiments specifically described in this document, and extends in particular to any equivalent means and to any technically operative combination of these means. In particular, other modes of manual control of the engines may be envisaged, and in particular other control members. It may also be envisaged to determine the speed setpoint of the electric motor from information derived from the command applied to the control member of the electric motor. It may also be envisaged to consider other types of sensor than those described, and in particular an additional sensor, for example independent of the thermal engine or the electric motor. It may also be envisaged to take into account the orientation of the boat desired by the pilot in determining the speed setpoint of the electric motor.Other methods of modeling the behavior of one or other of the engines or of determining the correction law may also be considered, and in particular methods using machine learning algorithms. It may also be possible to envisage embedding the control system according to the invention on different types of boats, and in particular sailboats, catamarans, trimaran-type boats, boats with inboard or outboard engines, twin-engine boats or boats equipped with more than two engines.

Claims

Claims

1. Control system (2) for the motorization of a boat (1) with hybrid motorization, the system comprising a first powertrain comprising a first propeller (31) driven by a first engine (41) and a second powertrain comprising a second propeller (32) driven by a second engine (42), the type of the first powertrain being distinct from the type of the second powertrain, the system comprising a control member (71) for the first powertrain and a control member (72) for the second powertrain, at least one first acquisition unit (61) capable of estimating a speed of the first propeller and a control unit (8) arranged to determine a speed setpoint (P72) of the second engine from the speed (RPM41) of the first propeller estimated by the first acquisition unit,of a command required via the control member of the first powertrain and of a command required via the control member of the second powertrain and to apply said determined instruction to the second engine.,

2. System 2) according to the preceding claim, in which the control unit (8) is arranged to determine a speed setpoint (P71) of the first engine (41) from said command required via the control member (71) of the first powertrain and to simultaneously apply said speed setpoints (P71, P72) determined respectively to the first and second engines (41, 42).

3. System (2) according to the preceding claim, in which, when the commands required via the control members (71, 72) are identical, the control unit (8) is arranged to determine said speed setpoint (P72) of the second engine (42) so that the speed of the second propellant (32) is substantially identical to that of the first propellant (31).

4. System (2) according to one of the preceding claims, characterized in that it comprises an electrical energy production unit (91) from the first powertrain, and in which the control unit (8) is arranged to determine said speed setpoint (P72) of the second engine (42) as a function of the resistive torque resulting from the load exerted by the electrical energy production unit on the first powertrain.

5. System (2) according to one of the preceding claims, in which the control unit (8) comprises a memory (81) in which at least two distinct models (MT1, MT2, MT3) of the speed of the first propellant (31) are stored as a function of the value of a command required via the control member (71) of the first powertrain, in which the control unit is arranged to select one of said models of speed of the first propellant from the speed (RPM41) of the first propellant (31) estimated by the first acquisition unit (61) and said command required via the control member of the first powertrain and to determine said speed setpoint (P72) of the second engine (42) from the selected model of speed of the first propellant and said command required via the control member (72) of the second powertrain.

6. System (2) according to the preceding claim, characterized in that it comprises a second acquisition unit (62) capable of estimating a speed (RPM42) of the second propellant (32), in which at least two distinct models (ME1, ME2) of the speed of the second propellant as a function of the value of a command required via the control member (72) of the second powertrain are stored in the memory (81) of the control unit (8), in which the control unit is arranged to select one of said models of speed of the second propellant from the speed of the second propellant estimated by the second acquisition unit and to determine said speed setpoint (P72) of the second engine (42) from the speed model (MT1, MT2, MT3) of the first propellant (31) selected, the speed model of the second propellant selected and said command required via the control member of the second powertrain.

7. System (2) according to one of claims 6 or 7, wherein the first acquisition unit (61) is arranged to periodically estimate the speed (RPM41) of the first propellant (31) and to transmit said estimated speed to the control unit (8), and wherein the control unit is arranged to determine whether the doublet (P71-RPM41) formed by said estimated speed and by said command required via the control member (71) of the first powertrain corresponds to one of the speed models (MT1, MT2, MT3) of the first propellant stored in its memory (81) and, in the event of a match, to select said corresponding speed model stored in its memory, and, in the opposite case, to trigger an ap- learning a new first thruster regime model and storing said new first thruster regime model in its memory.

8. System (2) according to the preceding claim, wherein the control unit (8) is arranged to implement a machine learning algorithm to learn said new regime of the first propellant (31).

9. System (2) according to one of the preceding claims, in which the first motor (41) is a heat engine and in which the second motor (42) is an electric motor.

10. Boat (1) with hybrid motorization comprising a control system (2) for its motorization according to one of the preceding claims.

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