E-TEC GEN 2 Rigging Center, ICON II Controls

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Author Topic:   E-TEC GEN 2 Rigging Center, ICON II Controls

jimh posted 06-25-2014 09:14 AM ET (US)
E-TEC GEN 2 Rigging Center, ICON II Remote Controls

RIGGING CENTER
All battery cables, network bus cables, hydraulic steering hoses, fuel and oil hoses, and related rigging for the engine enter the rigging center through a cable entryway via a large diameter rigging hose. Optional cables including the Auxiliary Battery Charging cable, a remote oil tank hose, and a remote flush hose can also be routed via the rigging hose.

The cable entryway is configured for starboard cable entry, but it can be adapted for port cable entry if needed. The large rigging hose can be secured to the cableway entry.

All electrical, fuel, and oil cables connect in the rigging center area, above the cable entryways and on the front face of the engine exoskeleton. The hydraulic steering cables turn downward and connect to the steering and trim-tilt portion of the engine mount. Once the cables are installed, a facia panel is reinstalled to cover this area.

Drawing by BRP; used with permission.
As shown in the diagram:

1 - Rigging hose
2 - Starboard steering hose
3 - Port steering hose
4 - Positive battery cable
5 - Negative battery cable
6 - NMEA-2000 network connection
7 - ICON II control network connection
8 - REmote flush hose
9 - Remote oil tank sensor
10 - Auxiliary Battery Charging connection
11 - Fuel hose
12 - Oil hose (remote tank)

Once all cables and hoses are run, the rigging center is sealed off by installation the rigging center cover. The rigging hose can be securly fixed into the cable entryway.
ICON II ENGINE CONTROL NETWORK
At the helm, ICON II rigging will consists of

--ignition key switch panel with safety lanyard switch and engine start-stop switch; panels can have up to five start-stop switches for multiple engines;

--electronic throttle and shift controls, either single engine side mount, single engine top mount, or dual engine top mount;

--main wiring harness, with several leads and connectors for integrating all ICON II system components;

--other peripherals such as a foot throttle, additional engine trim and tilt switches (for more than two engines), and NMEA-2000 network bus and power connections

There are several significant differences in ICON II compared to ICON:

--the engine control network is completely isolated and runs on its own CANbus network;

--the engine control network connectors are no longer threaded connectors, but mate with a snap-in locking collar system; engine network connectors are six-pin.

--if there were to be a failure in the engine control network, the system will automatically fail over to using the NMEA-2000 network for engine control.
jimh posted 06-30-2014 01:52 PM ET (US)
Here are several views of the rigging of the new E-TEC G2 engines on various boat transoms.

This twin engine installation shows how the rigging center cable entranceway can be fitted to either side. The cable hose exit on the Starboard engine has been rigged on the Port (or opposite side from normal), allowing the two cables to run in the center of the engine splash well. Photo courtesy of Dave Sutton.

On this triple engine rig the Starboard engine again has the rigging tube moved to the Port entranceway. Photo courtesy of Dave Sutton.

This close-up view shows the new engine mounting/steering/trim-tilt assembly. The hydraulic steering hose attaches to the right angle fitting near the top. The two hydraulic rams on the bottom are the trim-range rams. Photo courtesy of Dave Sutton.

Another close up of the engine mount/steering/trim-tilt assembly. Above the hydraulic hose is a bleed fitting for the steering hydraulic system. There is one bleed on each side.
jimh posted 06-30-2014 03:34 PM ET (US)
In the above images it appears that there are no mechanical tie-bar linkages between the engines. Since there does not seem to be a tiller arm extension on the E-TEC G2 engine, it may be that there are no provisions for installing a mechanical tie-bar to link the engines. This suggests that twin engine or other multiple engine installations can all be adapted without much modification to independently controlled steering for each engine, which can then be controlled by a joy stick controller to give a very new kind of differential thrust steering and control for low speed maneuvering.
E-TEC has already had independent hydraulic steering with joystick control in their Optimus 360 steering system. The Evinrude Optimus 360 used the ICON engine controls to manage throttle and shift, and external power steering pumps to manage the engine steering. This same approach seems to now be possible via the ICON II engine control network and the new E-TEC G2 engine mounting/steering/trim-tilt assembly. So joystick steering for twin engines should not be too far away in any E-TEC G2 installation, it would seem.
A further integration of the built-in power steering would be with auto-pilots. I am looking forward to hearing more about auto-pilot use with the E-TEC G2. I bet we will see some announcements on this in the near future.
djahncke posted 06-30-2014 10:45 PM ET (US)
Joystick steering with E-TEC G2 engines is available with the launch of the G2's. I rode on a pontoon boat in Milwaukee with twin 300-HP E-TEC G2's and joystick control. It behaved like my Optimus 360 installation only quieter and smoother with the electric shift.
jimh posted 07-01-2014 07:50 AM ET (US)
Below is a twin-engine installation on an inflatable boat. It must be a rather rugged inflatable to handle 400-HP--or is that 600-HP?

Note the tie-bar steering link between engines. In this case the rigging cable
entranceways are switched to the outside positions.
Photo by Dave Sutton.
jimh posted 07-01-2014 07:59 AM ET (US)
Another E-TEC G2 installation shown below has a second station in the cockpit of a cabin boat.

Note the joystick steering control. Photo by Dave Sutton.
Hoosier posted 07-01-2014 11:05 AM ET (US)
The accidental sequence of these two threads got me thinking, when there are three engines, how is the prop rotation usually set up? Which way does the center engine go?
Dave Sutton posted 07-01-2014 01:06 PM ET (US)
Jim, the inflatable (RIB actually) I photographed was a military/police specification Zodiac demo boat. I'd guess it at about 20 feet.
One interesting thing was that the triple powered Topaz only had two throttles. Obviously there's logic of some sort in the system for slow versus high speed control. My guess is that when differential power is used (reverse on one and forward on the other for dockside maneuvering) the center engine stays at idle, centered, and neutral.
Differential steering is obviously available thru the joystick control.
Dave
.
jimh posted 07-01-2014 02:34 PM ET (US)
ASIDE to DAVE on new topic of multi-engine and propeller rotation: If the transom needs 20-inch engines for the outer engines, they are usually set up as the standard rotation, as there is typically no counter-rotation gear case for a 20-inch engine. That puts the counter-rotation engines in the center, where the transom height will be 25-inches and you can get a counter-rotation engine.
jimh posted 07-01-2014 02:37 PM ET (US)
The ICON electronic controls, and I assume the ICON II will be the same, have only two-lever throttles. See
http://continuouswave.com/whaler/reference/electronicControls.html
There will be separate trim switches for three, four, and five engine installations.
The action of the two throttle levers must be programmed in some manner to control the three, four, or five engine configurations. I don't recall precisely what the protocol might be, but, as proposed, the middle engine or engines may be left in neutral if the throttle levers are split to mixed forward and aft propulsion.

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Author	Topic: E-TEC GEN 2 Rigging Center, ICON II Controls
jimh	posted 06-25-2014 09:14 AM ET (US) E-TEC GEN 2 Rigging Center, ICON II Remote Controls RIGGING CENTER All battery cables, network bus cables, hydraulic steering hoses, fuel and oil hoses, and related rigging for the engine enter the rigging center through a cable entryway via a large diameter rigging hose. Optional cables including the Auxiliary Battery Charging cable, a remote oil tank hose, and a remote flush hose can also be routed via the rigging hose. The cable entryway is configured for starboard cable entry, but it can be adapted for port cable entry if needed. The large rigging hose can be secured to the cableway entry. All electrical, fuel, and oil cables connect in the rigging center area, above the cable entryways and on the front face of the engine exoskeleton. The hydraulic steering cables turn downward and connect to the steering and trim-tilt portion of the engine mount. Once the cables are installed, a facia panel is reinstalled to cover this area. Drawing by BRP; used with permission. As shown in the diagram: 1 - Rigging hose 2 - Starboard steering hose 3 - Port steering hose 4 - Positive battery cable 5 - Negative battery cable 6 - NMEA-2000 network connection 7 - ICON II control network connection 8 - REmote flush hose 9 - Remote oil tank sensor 10 - Auxiliary Battery Charging connection 11 - Fuel hose 12 - Oil hose (remote tank) Once all cables and hoses are run, the rigging center is sealed off by installation the rigging center cover. The rigging hose can be securly fixed into the cable entryway. ICON II ENGINE CONTROL NETWORK At the helm, ICON II rigging will consists of --ignition key switch panel with safety lanyard switch and engine start-stop switch; panels can have up to five start-stop switches for multiple engines; --electronic throttle and shift controls, either single engine side mount, single engine top mount, or dual engine top mount; --main wiring harness, with several leads and connectors for integrating all ICON II system components; --other peripherals such as a foot throttle, additional engine trim and tilt switches (for more than two engines), and NMEA-2000 network bus and power connections There are several significant differences in ICON II compared to ICON: --the engine control network is completely isolated and runs on its own CANbus network; --the engine control network connectors are no longer threaded connectors, but mate with a snap-in locking collar system; engine network connectors are six-pin. --if there were to be a failure in the engine control network, the system will automatically fail over to using the NMEA-2000 network for engine control.
jimh	posted 06-30-2014 01:52 PM ET (US) Here are several views of the rigging of the new E-TEC G2 engines on various boat transoms. This twin engine installation shows how the rigging center cable entranceway can be fitted to either side. The cable hose exit on the Starboard engine has been rigged on the Port (or opposite side from normal), allowing the two cables to run in the center of the engine splash well. Photo courtesy of Dave Sutton. On this triple engine rig the Starboard engine again has the rigging tube moved to the Port entranceway. Photo courtesy of Dave Sutton. This close-up view shows the new engine mounting/steering/trim-tilt assembly. The hydraulic steering hose attaches to the right angle fitting near the top. The two hydraulic rams on the bottom are the trim-range rams. Photo courtesy of Dave Sutton. Another close up of the engine mount/steering/trim-tilt assembly. Above the hydraulic hose is a bleed fitting for the steering hydraulic system. There is one bleed on each side.
jimh	posted 06-30-2014 03:34 PM ET (US) In the above images it appears that there are no mechanical tie-bar linkages between the engines. Since there does not seem to be a tiller arm extension on the E-TEC G2 engine, it may be that there are no provisions for installing a mechanical tie-bar to link the engines. This suggests that twin engine or other multiple engine installations can all be adapted without much modification to independently controlled steering for each engine, which can then be controlled by a joy stick controller to give a very new kind of differential thrust steering and control for low speed maneuvering. E-TEC has already had independent hydraulic steering with joystick control in their Optimus 360 steering system. The Evinrude Optimus 360 used the ICON engine controls to manage throttle and shift, and external power steering pumps to manage the engine steering. This same approach seems to now be possible via the ICON II engine control network and the new E-TEC G2 engine mounting/steering/trim-tilt assembly. So joystick steering for twin engines should not be too far away in any E-TEC G2 installation, it would seem. A further integration of the built-in power steering would be with auto-pilots. I am looking forward to hearing more about auto-pilot use with the E-TEC G2. I bet we will see some announcements on this in the near future.
djahncke	posted 06-30-2014 10:45 PM ET (US) Joystick steering with E-TEC G2 engines is available with the launch of the G2's. I rode on a pontoon boat in Milwaukee with twin 300-HP E-TEC G2's and joystick control. It behaved like my Optimus 360 installation only quieter and smoother with the electric shift.
jimh	posted 07-01-2014 07:50 AM ET (US) Below is a twin-engine installation on an inflatable boat. It must be a rather rugged inflatable to handle 400-HP--or is that 600-HP? Note the tie-bar steering link between engines. In this case the rigging cable entranceways are switched to the outside positions. Photo by Dave Sutton.
jimh	posted 07-01-2014 07:59 AM ET (US) Another E-TEC G2 installation shown below has a second station in the cockpit of a cabin boat. Note the joystick steering control. Photo by Dave Sutton.
Hoosier	posted 07-01-2014 11:05 AM ET (US) The accidental sequence of these two threads got me thinking, when there are three engines, how is the prop rotation usually set up? Which way does the center engine go?
Dave Sutton	posted 07-01-2014 01:06 PM ET (US) Jim, the inflatable (RIB actually) I photographed was a military/police specification Zodiac demo boat. I'd guess it at about 20 feet. One interesting thing was that the triple powered Topaz only had two throttles. Obviously there's logic of some sort in the system for slow versus high speed control. My guess is that when differential power is used (reverse on one and forward on the other for dockside maneuvering) the center engine stays at idle, centered, and neutral. Differential steering is obviously available thru the joystick control. Dave .
jimh	posted 07-01-2014 02:34 PM ET (US) ASIDE to DAVE on new topic of multi-engine and propeller rotation: If the transom needs 20-inch engines for the outer engines, they are usually set up as the standard rotation, as there is typically no counter-rotation gear case for a 20-inch engine. That puts the counter-rotation engines in the center, where the transom height will be 25-inches and you can get a counter-rotation engine.
jimh	posted 07-01-2014 02:37 PM ET (US) The ICON electronic controls, and I assume the ICON II will be the same, have only two-lever throttles. See http://continuouswave.com/whaler/reference/electronicControls.html There will be separate trim switches for three, four, and five engine installations. The action of the two throttle levers must be programmed in some manner to control the three, four, or five engine configurations. I don't recall precisely what the protocol might be, but, as proposed, the middle engine or engines may be left in neutral if the throttle levers are split to mixed forward and aft propulsion.