WO2004007277A1

WO2004007277A1 - Method and device for compensating the buoyancy of a diver

Info

Publication number: WO2004007277A1
Application number: PCT/EP2003/007174
Authority: WO
Inventors: Detlef Tolksdorf; Robert Stoss
Original assignee: GfT Gesellschaft für Tauchtechnik mbH & Co. KG
Priority date: 2002-07-11
Filing date: 2003-07-04
Publication date: 2004-01-22
Also published as: AU2003244641A1

Abstract

The invention relates to a method for compensating the buoyancy of a diver. According to said method, a primary control unit containing valves and a pilot control unit containing pilot valves and an electronic control system are provided in a buoyancy vest and said primary control unit and pilot control unit are interconnected by means of at least one conduit. The diver selectively controls the pilot valves of the pilot control unit electronically, mechanically or by overlaying their functions, by means of a single operational control provided in the vicinity of the pilot control unit.

Description

Method and device for taring a diver

The invention relates to a method for taring a diver.

The general state of the art is that the diver either mechanically actuates a valve (air inlet or air outlet from the diving vest) at the push of a button, or the stroke of a button or control element is recorded electronically and this measurement signal is passed on to electronics that control the electro-pneumatic valves accordingly ,

With purely manual control, the diver is able to carry out the taring process at any time, but it is disadvantageous here that measuring instruments (decompression calculator, depth gauge, etc.) should be read before manual taring. Here, electronic taring devices, as are described, for example, in WO 92/13756, offer more comfort with regard to taring security. However, if the electronics fail, the diver is no longer able to tare.

A possible solution would be redundant systems, each consisting of a mechanical and an electronic taring system, which would, however, increase the manufacturing costs considerably. In addition, two control units would have to be attached, which could also be confused by the diver in stressful situations.

The object of the invention is to propose a method for taring a diver that no longer has the disadvantages of the prior art and consequently offers a high level of comfort and a high level of safety for the diver. , Furthermore, a device for buoyancy control of a diver is to be proposed, which is simple in construction and is not expensive compared to the prior art. This goal is achieved by a method for taring a diver, in that in the area of a buoyancy compensator main valve and pilot control valve and control electronics are provided and the main and pilot control unit are connected to one another via at least one line, whereby by the diver Via a single control element provided in the area of the pilot control unit, the pilot control valves of the pilot control unit can be controlled electronically, mechanically or by superimposing their functions.

Advantageous developments of the method according to the invention can be found in the associated procedural subclaims.

This goal is also achieved by a device for taring a diver, with a valve-containing main valve and a pilot valve and a control electronics-containing pilot unit, the main and pilot unit being connected to one another via at least one line and being arranged in the area of a buoyancy compensator and in In the area of the pilot control unit, a single control element is provided, by means of which the pilot control valves can be controlled electronically, mechanically or by superimposing their functions.

Advantageous developments of the device according to the invention can be found in the associated substantive subclaims.

With the subject matter of the invention it is now possible that, even if the control electronics in the area of the pilot control unit fail, the diver can use the same control element for the manual taring process that he also uses when the electronics are ready for operation and thus he is not exposed to any additional danger under water. which is due, for example, to the failure of components. If necessary, he can override the control electronics in all other operating cases, ie make them ineffective, even with fully functional electronics. The diver is relieved because he has technical failures does not have to adjust to the new situation by changing the controls for the taring process.

The control element according to the invention is advantageously designed as a rocker switch or as a slide switch, so that, depending on the direction of actuation of the control element, the buoyancy compensator can be acted upon via the main control unit or the valves provided there in a venting or venting manner. As a result of the tilting or swiveling movement of the control element, which acts about a predeterminable axis, the same can, depending on the deflection direction, be brought into operative connection with functional elements which in turn are mechanically directly and / or indirectly connected to the respective pilot valve via electronic elements. The subject of the invention now provides a number of taring options:

On the one hand, there is the possibility of coupling the electronic and mechanical control of the pilot valves with one another via the control element in such a way that the electronic control is used for fine taring (normal dive) and the mechanical control for fast taring, the same if the Control electronics or can be used if manual override of the control electronics. The reverse application is also conceivable. Furthermore, the convenience of electronic semi or fully automatic taring can be offered, combined with the high reliability of mechanical systems.

Alternatively, there is also the possibility of providing the coupling of the electronic and the mechanical control of the pilot valves with respect to their functions in a partially superimposed form.

For example, there is the possibility that in a first actuation stage of the control element (for example up to a predefinable actuation force) electronically fine-tuned and in a second stage (for example more than 60% stroke or Deflection of the control element and / or greater actuation force) is heavily tared.

Another alternative is seen in combining the pilot and main control units in a single housing and connecting them with correspondingly shorter lines. The location of this housing can be variably provided on the buoyancy compensator.

The respective selection remains reserved for the application.

The subject matter of the invention is illustrated in the drawing using an exemplary embodiment and is described as follows. Show it:

Figure 1 schematic diagram of one equipped with a buoyancy compensator

diver;

FIGS. 2 to 4 Different switching states of a pilot control unit that is operatively connected to a main control unit.

Figures 5 to 9 alternative embodiment of a pilot control unit

FIG. 1 shows a diver 1, who is equipped on the one hand with a buoyancy compensator 2 and on the other hand with a compressed air bottle 3, which is connected to the buoyancy compensator 2 via corresponding receiving elements 4. The compressed air bottle 3 is provided in the region of its upper end with a pressure reducing valve or outlet valve 5, which is operatively connected to the buoyancy compensator 2 via a pneumatic line 6. A main control unit 8 is positioned within a pocket 7 provided in this example in the upper region of the buoyancy compensator 2, which is operatively connected via a pneumatic line 9 running inside the buoyancy compensator 2 to a pilot control unit 10 only indicated and described in more detail in FIGS. 2 to 4 stands. As already mentioned, this is To see embodiment only as an example. The main control unit 8 can also be provided elsewhere on the buoyancy compensator 2, for example, be arranged in the vicinity of an operating element. The main control unit 8 contains two valves (not shown), via which the buoyancy compensator 2 can be ventilated or vented, the control of these valves being carried out via the pilot control unit 10.

FIGS. 2 to 4 show different switching states of the pilot control unit 10 indicated in FIG. 1.

Figure 2 shows the neutral position. In this example, the pilot control unit 10 is equipped with a rocker switch 11 as an operating element, which is provided on the operator side with two recessed grips 12, 13 and can be pivoted about the axis of rotation 14. The rocker switch 11 is used for venting and venting the buoyancy compensator 2, which is only indicated here. The rocker switch 11 is mounted within the housing 15 of the pilot control unit 10. On the inside of the housing there are pilot valves 16, 17, which are operated or opened via tappet-shaped functional elements 18, 19. Closing senses are actuated. To detect the stroke of the rocker switch 11, in this example an electronically acting switch system, formed by magnets 20, 21 and sensors 22, 23 in the form of a reed switch, is provided. If necessary, however, a continuously functioning analog or digital position measuring system can also be provided. In the position of the rocker switch 11 shown in FIG. 2, neither the buoyancy compensator 2 nor the valves of the main control unit 8 are vented or vented. Furthermore, additional sensors, not shown here, can be used to specifically deactivate the electronics, i.e. for overriding the electronics in order to rule out that the valves 16, 17 are controlled mechanically and electronically at the same time.

3 shows the working position "bleeding" in this example. The rocker switch 11 was actuated via the recessed grip 13 by finger pressure at most, ie with a 100% stroke about the axis of rotation 3, such that the plunger 19 in the direction of the associated one Pilot valve 17 was pressed and thus the pilot valve 17 at least partially vented the buoyancy compensator 2 via the associated valve of the main control unit 8. In a switch position of the rocker switch 11, which accounted for less than 100% stroke, and had not yet moved a plunger 19, the magnet 21 had moved so far in the direction of the associated sensor 23 that the stroke of the rocker switch 11 could be detected electronically and the electronic fine-tuning has triggered.

According to the invention, the functions of the electronic and mechanical control of the pilot valves 16, 17 are ensured via this individual rocker switch 11, since the two functions are coupled to one another here. In this example, the coupling should now take place in such a way that the electronic control of the pilot valves 16, 17 is used for fine taring (normal dive) and the mechanical control of the pilot valves 16, 17 is provided for rapid taring (e.g. failure of the control electronics). The coupling takes place in series, i.e. that first the electronic control of the pilot valves 16, 17 is implemented and then the mechanical one. The control is carried out electronically up to a specifiable actuation force. Only when the actuating force increases or when the control electronics fail does the diver manually intervene in the control of the pilot valves 16, 17.

Other types of regulations, namely that the mechanical control request is taken into account first and then the electronic one, or that the coupling is implemented in a partially overlapping form, are also conceivable.

If necessary, electronic fine-tuning can take place in such a way that up to a certain rocker switch stroke (e.g. 60% of the stroke) or a certain amount of force (eg 60% pressure of the rocker switch) the electronic elements respond in any case and bring about a fine adjustment of the diver. The diver, on the other hand, would like to participate without the Tare control electronics with mechanical means, he can deactivate it by exerting an increased stroke or an increased force in the same direction on the recessed grip 13 of the rocker switch 11, so that mechanical control is then continued. Should the control electronics fail, there is always the possibility for the diver to intervene in the actuation behavior of the pilot valves 16, 17 by means of an increased stroke or increased force via the recessed grip 13 of the rocker switch 11.

4 shows the actuation of the pilot valves 16, 17 for the purpose of “ventilating” the taring values 2. The rocker switch 11 is pressed into its other working position via the recessed grip 12, as a result of which the plunger 18 is moved in the direction of the associated pilot valve 16 and The same parameters can be applied here, as already explained for Figure 3. The distance measurement is carried out in the same way via the distance measuring system formed by a magnet 20 and a sensor 22.

FIGS. 5 to 9 show an alternative pilot control unit 10 'in different sections or perspective views. The essential difference from FIGS. 2 to 4 is the use of a slide switch 11 'instead of the rocker switch 11. In addition, the pilot control unit 11' in the area of its housing 15 'has a switch 24 which serves to change operating states, e.g. to transfer the change from manual buoyancy to an automatic one or to preselect the automatic regulation of a certain diving depth. The same will be described later.

Figures 6 to 9 show insights into the housing 15 'of the pilot unit 10'. Control electronics 25, only indicated, designed as a circuit board, pilot valves 16 ', 17', functional elements 18 ', 19' in the form of plungers, magnets 20 ', 21' can be seen. The wiring of the control electronics 25 and the representation of the magnets 20 ', 21 "have been omitted for the sake of clarity. A slot 26 is made in the housing 15 ', through which the mobility of the slide switch 11' is ensured, but at the same time stops 27, 28 are also formed in the end positions. The slide switch 11 'is guided on a base plate 29 in a link 30 and interacts with an adjusting element 31 on the ram side. The slide switch 11 'has a rounded head region, which is adjoined by a slide-like component 32 which carries the adjusting element 31 in the region of its free end and is guided in the link 30. When the slide switch 11 'is deflected in one direction or the other, pressure is exerted on the respective plunger 18' or 19 'via the adjusting element 31 which is also deflected. As already described for FIGS. 2 to 4, electronic control of the pilot valves 16 ', 17' via the magnets 20 ', 21' should also take place here initially with moderate lifting or force expenditure. The control electronics 25 are only overridden and the pilot valves 16 ', 17' are mechanically activated only when the lifting or force expenditure is significantly increased.

If the diver has reached the desired diving depth during normal diving operation and does not want to continue diving manually, he can generate such a state by actuating the button-shaped switch 24 that the control electronics 11 'automatically regulate the desired diving depth in the selected depth range. When the slide switch 11 'is actuated, the state of automatic taring is canceled again.

LIST OF REFERENCE NUMBERS

1 diver 23 sensor

2 buoyancy compensators 24 switches

3 compressed air bottle 25 control electronics

4 receiving element 26 slot

5 Exhaust valve 27 stop

6 pneumatic line 28 stop

7 pocket 29 base plate

8 main control unit 30 backdrop

9 pneumatic line 31 adjustment element

10 pilot control unit 32 slide-like component

10 'pilot control unit

11 rocker switches

11 'slide switch

12 recessed grip

13 recessed grip

14 axis of rotation

15 housing

15 'housing

16 pilot valve

16 'pilot valve

17 pilot valve

17 'pilot valve

18 functional element / plunger

18 'functional element / plunger

19 functional element / plunger

19 'functional element / plunger

20 magnet

21 magnet

22 sensor

Claims

claims

1. Method for taring a diver (1) in that, in the area of a buoyancy compensator (2), a main control unit (8) containing valves and a pilot control valve (16, 16, 17, 17 ') and control electronics (25) containing control electronics (25) , 10 ') and the main (8) and pilot control unit (10, 10') are connected to one another via at least one line (9), with the diver (1) using a single one in the area of the pilot control unit (10, 10 ') provided control element (11, 11') the pilot valves (16, 16 ', 17, 17') of the pilot unit (10, 10 ') can be controlled electronically, mechanically or by superimposing their functions.

2. The method according to claim 1, characterized in that the diver (1) for the normal diving operation controls the pilot valves (16, 16 ', 17, 17') electronically via the control element (11, 11 ').

3. The method according to claim 1 or 2, characterized in that the diver (1) in the event of failure or intentional manual override of the control electronics (25), the pilot valves (16,16 ', 17,17') via the control element (11, 11th ') controlled mechanically.

4. The method according to any one of claims 1 to 3, characterized in that the coupling of the mechanical with the electronic control is provided in series, such that first the electronic and then the mechanical control of the pilot valves (16, 16 ', 17, 17 ') he follows.

5. The method according to any one of claims 1 to 4, characterized in that the coupling of the mechanical with the electronic control is provided in series, such that the mechanical and then the electronic control of the pilot valves (16, 16 ', 17, 17') takes place.

6. The method according to any one of claims 1 to 5, characterized in that the coupling of the electronic with the mechanical control of the pilot valves (16, 16 ', 17, 17') is provided with respect to their functions at least in partially superimposed form.

7. The method according to any one of claims 1 to 6, characterized in that during normal diving operation and reaching a desired diving depth of the diver (1) the control of the pilot valves (16, 16 ', 17), which is carried out manually via the control element (11, 11') , 17 ') is deactivated so that the control electronics (25) take over the function of keeping the diver (1) in the selected depth range.

8. The method according to any one of claims 1 to 7, characterized in that the deactivation of the manual operation is brought about by a switch (24) provided in the area of the pilot control unit (10, 10 ').

9. The method according to any one of claims 1 to 8, characterized in that the automatic control is switched off again by actuating the control element (11, 11 ').

10. Device for taring a diver (1), with a valve-containing main (8) and a pilot valve (16, 16 ', 17, 17') and a control electronics (25) containing pilot unit (10, 10 '), wherein the main (8) and the pilot unit (10, 10 ') are connected to one another via at least one line (9) and are arranged in the area of a buoyancy compensator (2) and in the area of the pilot unit (10, 10') there is a single control element (11 , 11 ') is provided, by means of which the pilot valves (16, 16', 17, 17 ') can be controlled electronically, mechanically or by superimposing their functions.

11. The device according to claim 10, characterized in that the control element (11) is designed as a rocker switch.

12. The device according to claim 10, characterized in that the control element (11 ') is designed as a slide switch.

13. Device according to one of claims 10 to 12, characterized in that the control element (11) is pivotable about an approximately central axis of rotation (14) and when actuated in one or the other direction with one, the respective pilot valve (16 or 17) activating functional element (18, 19) can be brought into operative connection.

14. Device according to one of claims 10 to 12, characterized in that the control element (11 ') is guided in a link (30) and in its free end region includes an adjustment element (31), wherein when the control element (11') is actuated In one direction or the other, the respective pilot valve (20 ', 21') can be controlled via the adjusting element (31), in particular via functional elements (18 ', 19') provided on the housing.

15. Device according to one of claims 10 to 14, characterized in that the control element (11) on the housing (15) of the pilot control unit (10) is arranged and the operator side is provided with recessed grips (12, 13).

16. Device according to one of claims 10 to 14, characterized in that the control element (11 ') has a rounded head region, which cooperates with a slide-shaped component (32), the housing side in the region of a slot (26) and in the Backdrop (30) is guided.

17. Device according to one of claims 10 to 16, characterized in that the respective functional element (18, 18 ', 19, 19') is formed by a plunger which is formed by an, in particular curved, inner surface of the Operating element (11, 11 ") can be actuated in the direction of the associated pilot valve (16, 16 ', 17, 17') arranged inside the housing (15, 15 ').

18. Device according to one of claims 10 to 17, characterized in that the stroke or the deflection of the control element (11, 11 ') can be detected.

19. Device according to one of claims 10 to 18, characterized in that the stroke or the deflection of the control element (11, 11 ') can be detected electronically.

20. Device according to one of claims 10 to 19, characterized in that for detecting the respective stroke or the respective deflection of the control element (11, 11 ') in the region of each functional element (18,19) displacement measuring elements (20,21 or 22,23) are provided.

21. Device according to one of claims 10 to 20, characterized in that at least one magnet (20, 21) on the control element side and at least one sensor (22, 23) opposite this is arranged on the housing side.

22. Device according to one of claims 1 to 21, characterized in that the pilot control unit (10, 10 ') and the main control unit (8) are arranged in the region of a common housing, which is then provided at a predeterminable location on the buoyancy compensator.