System with command cycle saturation and autopilot heading

Abstract

A stability control system is configured for overall ship pitch axis control by fast symmetric deployment of devices in combination with engine trim adjustment, and by differential deployment of devices against roll motion, the engine steering position is simultaneously adjusted to combat the steering torque associated with the device delta position for total roll and heading control. The system includes software control strategies that include (1) a command cycle saturation strategy to reduce drag and / or maximize roll performance, and provide real-time travel stability, delivering a consistent device delta position even when one or more devices are at their minimum possible bias; and (2) an autopilot heading strategy comprising a feedback loop and actuation means provided by an engine steering / rudder position and at least one pair of means capable of generating a yaw moment.

Description

[0001] Cross references to related applications

[0002] This application claims the benefit of and priority to U.S. Provisional Application No. 63 / 393,493, filed on July 29, 2022, the contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure generally relates to a stability control system for providing optimal performance and dynamic active motion control of a vessel, boat or ship (collectively referred to as a vessel for brevity). More specifically, the present invention relates to an improved stability control system configured with a software-driven control strategy based on command cycle saturation and autopilot heading to control the deployment of water engaging devices to dynamically actively control the vessel. Background Art

[0004] The following terms are generally used in the marine industry and are generally as interpreted herein, but are not absolutely defined: "trim control" generally refers to the control of the average angle about the transverse or pitch axis of the vessel averaged over 1 second or more; "list control" or "roll control" generally refers to the control of the average angle about the longitudinal or roll axis of the vessel averaged over 1 second or more; "yaw control" generally refers to the control of the average angle about the vertical or yaw axis of the vessel averaged over 1 second or more. "Water Engagement Device" or "WED" means a mechanical or electromechanical device configured to generate variable lift for a vessel by selectively engaging the device with or entering a flow of water beneath or near the lower or transom surface of a vessel when the vessel is traveling in a certain (or forward) direction, or by varying the angle of attack of the device relative to the flow of water during forward travel of the vessel. In the systems disclosed herein, a WED may also be referred to as a controller, and any reference to a controller and / or a WED refers to the same device. A WED "delta position" refers to the difference between port and starboard WED deployments. "Deployment" refers to the selective actuation of a WED or a change in the WED angle of attack. A "rolling moment" of a vessel generally refers to the result of a force applied to a vessel that rotates the vessel about its longitudinal or roll axis; a "pitch moment" of a vessel generally refers to the result of a force applied to a vessel that rotates the vessel about its transverse or pitch axis; a "yaw moment" of a vessel generally refers to the result of a force applied to a vessel that rotates the vessel about its vertical or yaw axis. For example, (1) if the port and starboard WEDs are deployed asymmetrically in the vessel, such that the vessel may roll, a “rolling moment” may be generated; (2) when the port and starboard WEDs are deployed asymmetrically, such that a heading change may occur, a “yawing moment” may be generated; and (3) if the port and starboard WEDs are deployed symmetrically, or if a single WED is deployed near the center of the vessel, such that the vessel may pitch, a “pitch moment” may be generated.

[0005] Conventional ship stabilization techniques when the vessel is traveling forward involve deploying WEDs proportionally to produce continuous lift at the transom of the vessel for trim control while allowing adjustment of the angle of the vessel (e.g., along the roll, pitch, and yaw axes). Several examples of commercially available WEDs (not to be considered exhaustive by any means) are interceptors, trim flaps, fins, and other similar devices that may engage the water flow in a similar manner and provide similar functionality.

[0006] Another ship stabilization technology used when the ship is not sailing is a gyro stabilization system, which, in a commercial version, produces a torque proportional to the precession rate and angular momentum. In such a gyro stabilization system, torque is applied to one or more axes based on the orientation of the rotation axis and its precession angle. The amount of torque applied to the roll axis, pitch axis and / or yaw axis can be calculated based on the angular momentum, precession rate, precession angle and precession orientation of the control moment gyro. The system disclosed herein enables the calculation of engine steering angle changes (or rudder position changes) that will counteract the torque about the yaw axis applied by the control moment gyro stabilization system.

[0007] Vessel stabilization technology is key to experiencing the joy of cruising on the water without the attendant random disturbances of the vessel caused by the environment. These disturbances (e.g., sudden unexpected roll) can be annoying and disruptive to boaters. In prior art systems, WEDs are designed and configured to control heel and trim to average the vessel's angles on the roll and pitch axes. Small vessels used in the recreational market typically have manually driven WEDs, while larger vessels operating in the commercial space use automatically driven WEDs to stabilize motion. However, such prior art systems do not combine dynamic active control with engine control to achieve complete vessel stabilization.

[0008] Furthermore, there are currently no available prior art recreational or commercial stability control systems that incorporate software-based strategies for rapid deployment of water engagement devices to counter drag changes due to asymmetric deployment of water engagement devices. For example, prior art systems do not provide real-time ride stability by using software-based command cycle strategies to mitigate (repel) rolling motions while maintaining dynamic active control of the vessel. Furthermore, prior art systems are typically not configured with an autopilot heading strategy having a feedback loop that utilizes actuation provided by engine steering / rudder position and at least one pair of trim tabs or interceptors capable of generating a yaw moment.

[0009] In view of the above shortcomings of the prior art systems in the field of ship stability, there is a clear need in the market for an improved ship stability control system, namely a dynamic active control system (DACS) configured with a software-driven command cycle and autopilot heading strategy for dynamic active control of the ship to overcome these shortcomings, as described below. Summary of the invention

[0010] The present invention relates to a stability control system, namely a dynamic active control system (DACS), which is configured to simultaneously control the motion of a vessel in all three axes, namely pitch, roll and yaw, by rapidly deploying and actuating WEDs. The DACS is configured with proprietary inertial sensing hardware and software to learn, capture and determine and / or predict the various motions of the vessel in all three axes and command the deployment of WED blades to counter any pitch, roll and yaw motion of the vessel, as well as overall vessel pitch axis control facilitated by rapid symmetrical deployment of WEDs (also referred to as controllers in the system disclosed herein) in conjunction with engine trim adjustments.

[0011] A dynamic active control system (DACS) for a vessel includes a software module, a plurality of sensors, and a plurality of water engaging devices, wherein each of the water engaging devices includes an actuator and a blade connected to the actuator and is configured to be mounted near a transom of the vessel; wherein the software module is in communication and operably connected to the plurality of sensors and each water engaging device to iteratively command activation of the actuator and deployment of the blade in response thereto based on data received from the plurality of sensors and a desired setting. The software module includes a control strategy that further iteratively commands activation of the actuator to produce a water engaging device delta position when one of the water engaging devices reaches a predetermined threshold of one of a deployment depth of the one of the water engaging devices and a deployment speed of the one of the water engaging devices, the predetermined threshold being a function of data related to vessel speed received from the plurality of sensors. The predetermined threshold of one of a deployment depth of the one of the water engaging devices and a deployment speed of the one of the water engaging devices is defined as an offset of the one of the water engaging devices.

[0012] In another embodiment, a method for providing dynamic active control of a vessel comprises the following steps: (a) mounting a plurality of water engaging devices near a transom of the vessel; wherein each water engaging device comprises an actuator and a blade connected to the actuator; (b) connecting a software module having an embedded microprocessor-based control system to (1) a plurality of sensors and (2) each water engaging device; wherein the plurality of sensors comprises at least one inertial sensor; (c) commanding actuation of the actuators and deployment of the blades in response thereto based on data received from the plurality of sensors and a desired setting; (d) implementing a command cycle saturation control strategy within the software module, the strategy comprising further actuating the actuator to produce a stable water engaging device delta position when one of the water engaging devices reaches a predetermined bias level and measuring data representing vessel motion received from the at least one inertial sensor; and (e) further implementing the command cycle saturation control strategy within the software module to iteratively (1) one of reducing drag and maximizing the vessel's roll performance, and (2) providing real-time stability of the vessel based on the measuring step.

[0013] In another embodiment, the DACS is configured to provide total ship roll axis and heading control by differentially deploying WEDs to counter roll motion while adjusting the engine steering (or rudder) position to counter the steering torque associated with the differentially deployed WEDs. In alternative embodiments, the WEDs may be referred to as controllers in the DACS disclosed herein, and vice versa. The novel DACS disclosed herein may (1) simultaneously control motion on all three axes (total ship pitch axis control) by rapidly symmetrically deploying WEDs in combination with engine trim adjustment; (2) provide total roll and heading control by differentially deploying WEDs to counter roll motion while adjusting the engine steering position to counter the steering torque associated with the WED delta position; and (3) adjust the engine steering angle to counter the yaw moment generated by the gyro stabilization system. As disclosed herein, the total pitch axis control strategy includes symmetrically deploying multiple WEDs at a deployment speed of 100 mm / s or more while adjusting the engine trim actuators. Similarly, the overall roll and heading control strategy includes differentially deploying multiple WEDs at a deployment speed of 100 mm / s or greater to counter measured roll motion, while adjusting the steering actuator to counter measured yaw motion caused by the differential deployment, and adjusting the steering actuator to counter measured yaw motion produced by a gyroscopic stabilization device suitable for installation within the vessel.

[0014] In another embodiment, the DACS provides automatic adjustment of engine steering angle to counteract drag torque caused by asymmetrically arranged WED delta positions (i.e., differences between port and starboard WED deployments). The DACS includes an embedded microprocessor-based software module located within an operator's console, the software module communicating and operably connected to the vessel's engine (via an engine control module). The software module can be configured to interface with a third party system (such as a navigation system) to connect and exchange data and information. At least one actuator, i.e., a component of the water engaging device (WED actuator), digitally communicates and is operably connected to the software module, the WED being configured to read signals input from the software module and automatically generate WED delta position changes to counteract rolling motion caused by steering position changes.

[0015] As further explained herein, the DACS includes an engine having an embedded engine control module that communicates and is operably connected to the software module and a plurality of WED actuators that are suitable for mounting on the transom of the vessel and that communicate and are operably connected to the software module. During operation of the vessel, the software module is also configured to send signals to command a desired WED delta position and counter the dynamic movement of the vessel. In addition, the software module is also configured to measure the relationship between the engine steering angle and the WED delta position and provide a signal output to the WED actuator. Specifically, the software module provides a first signal output to the plurality of WED actuators to command the WED delta position to counter the dynamic movement of the vessel. In addition, the software module measures the relationship between the engine steering angle and the water engagement device delta position and, in response thereto, provides a second signal output to the plurality of water engagement device actuators. Upon receiving the second signal, the plurality of water engagement device actuators, in response thereto, automatically generate a change in the water engagement device delta position to counter the roll motion caused by the change in the steering position.

[0016] In another embodiment, the software module is further configured with a safe blade deployment limit (SBDL) control strategy, which is an intelligent control strategy using proprietary control software in conjunction with hardware, the SBDL is configured to limit the maximum deployment depth and / or deployment speed of the water engagement device, also referred to as a bias, when the vessel is accelerating or decelerating, as will be further described in the detailed disclosure below. The SBDL is also configured to statically maintain the deployment (depth / speed) bias within a limited configuration (e.g., related to the vessel speed) until the vessel speed decreases to a predetermined number, for example, until the vessel speed reaches 5 mph.

[0017] The software module is embedded with a microprocessor-based control system, and the software module is also communicatively and operably connected to a plurality of sensors. In another embodiment, the plurality of sensors can be integrated (embedded) within the software module. A gyroscopic stabilization device is also provided within the system, which is suitable for being disposed on a vessel and is communicatively and operably connected to the software module. During operation of the vessel, the control system measures the motion of the vessel via an inertial sensor and provides a signal output to a steering actuator to (a) automatically adjust the steering position in response to the yaw axis motion measured by the inertial sensor and (b) based on an empirical estimate of the yaw torque generated by the gyroscopic stabilization device and a water engagement device delta position commanded by the control system, respectively, to counteract the measured changes in the steering position sensor output.

[0018] The software module is also connected to a power distribution module, which is configured as a pass-through module / device for wiring installation and provides connection and distribution points for various components of the DACS. The software module is also communicatively coupled to (1) multiple sensors (e.g., motion sensors located within the vessel); (2) a pair of actuators mounted near the transom for deploying and retracting the WED; (3) an engine (or propulsion unit) with an embedded engine control unit (ECU) for providing adjustable trim, altitude and / or steering position / direction control; and / or (4) a gyroscopic stabilizer. The multiple sensors include at least one of the following: a multi-axis inertial sensor for measuring rates or accelerations generated along multiple vector axes during vessel operation; an accelerometer sensor for measuring the longitudinal acceleration, lateral acceleration and vertical acceleration of the vessel, respectively; a roll rate sensor (RRS), a pitch rate sensor (PRS) and a yaw rate sensor (YRS), respectively for measuring the roll rate, pitch rate and yaw rate of the vessel. Additionally, at least one of the plurality of sensors is configured to measure data related to WED / controller retraction and deployment, and to measure and report data on steering angle, trim position, and altitude of the engine during vessel operation.

[0019] The software module may also be configured with proprietary machine learning / artificial intelligence algorithms for automatically optimizing vessel operating characteristics, predicting motions and responding instantly to eliminate any unwanted vessel motions that are annoying, disruptive, and uncomfortable to the vessel operator or passengers before they are felt by the operator. The AI-based system is configured to learn the behavior of the vessel in all three axes and automatically command the deployment of the WED and / or adjustments of the engine trim, altitude, and / or steering to counter the pitch, roll, and / or yaw of the vessel to achieve perceived stable and controlled operation. In addition, the AI-based system disclosed herein can make any necessary adjustments to the engine steering position to control the heading of the vessel.

[0020] During vessel operation, the software module can receive signals (regarding WED delta position), decide what action needs to be taken, and then send signals to actuators to take that action, for example, counteracting roll motion and simultaneously adjusting engine steering position to counteract the steering moment associated with the WED delta position. As disclosed herein, the system, through multiple sensors throughout the vessel (integrated or communicating and operatively coupled to the software module), is able to receive steering position from the engine over a digital communication bus, and calculate the change in steering position over a certain timeline, relate the change in steering / rudder position to the change in roll angle, and automatically adjust the WED delta position based on this predicted roll angle change.

[0021] In another embodiment, the DACS is further configured with a software-based control strategy, the software module being configured with a command cycle saturation strategy to reduce drag and / or maximize the rolling performance of the vessel. As further explained in the detailed disclosure, the software module is configured with a command cycle saturation strategy to reduce drag and / or maximize rolling performance and provide real-time driving stability so as to provide a consistent WED delta position even when one or more WEDs are at their minimum possible bias. In addition, the DACS software module is also configured with an autopilot heading strategy that includes a feedback loop utilizing drive provided by engine steering / rudder position and at least one pair of water engaging device actuators capable of generating a yaw moment.

[0022] In addition to the software modules, the operator console also includes an optional multi-function display unit and / or an operator input device (e.g., a keyboard), which components communicate and are operably connected to each other via a digital communication bus. In another embodiment, the operator console is used as a control station for a vessel operator and can support a steering wheel, a joystick, or other similar device or steering mechanism, other types of wheels, joysticks, to steer the vessel. The software module communicatively coupled to the WED (or controller) is also configured to provide power, communication, and / or data to the ECU and actuators for rapid deployment of the WED.

[0023] In another embodiment, the DACS includes an actuator having at least one WED mounted on the transom of the vessel and digitally connected to the software module. The system is capable of determining a desired WED delta position to counteract the dynamic motion of the vessel by measuring the relationship between the engine steering angle and the WED delta position, and monitoring and reading any data related to the WED delta position as an impending change in the vessel's yaw rate, heading, and roll angle. Specifically, the system can (A) make necessary adjustments to the engine steering angle to control the vessel's heading and counteract the heading change caused by the WED delta position; and (B) measure the change in steering position and predict the resulting roll motion resulting from the change in steering position, and automatically generate a WED delta position to counteract the roll motion ultimately caused by the change in steering position.

[0024] As further described in the detailed disclosure, the DACS can be configured to provide total vessel yaw axis control by monitoring the measured yaw rate and differentially deploying the WED, while adjusting such deployment in response to the measured yaw rate to reduce the measured yaw rate to counter the dynamic motion of the vessel on the yaw axis. The system herein receives an operator command (desired trim angle) and can (A) adjust the average position of the WED and the engine trim angle in an effort to achieve the operator's desired trim angle; and (B) adjust the relationship between the engine trim and the average position of the WED to optimize the performance of the DACS system or the fuel efficiency of the vessel's engine.

[0025] The DACS may be configured to monitor and read any data associated with differential deployment of the WED as an impending change in the vessel's yaw rate, heading and roll rate. Based on the data received, the system may provide total roll axis and heading control by differentially deploying the WED to counteract the roll axis moment while adjusting the engine steering position to counteract the steering moment associated with differential controller deployment. The DACS may also be configured to adjust the engine steering angle to counteract the yaw moment generated by the gyro stabilization system.

[0026] Certain embodiments are shown in the drawings. It should be understood, however, that the disclosure is not limited to the arrangements and instrumentality shown in the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings, which are incorporated in and form a part of the specification, illustrate several aspects of the present disclosure and, together with the description, serve to explain the principles of the embodiments. In the drawings:

[0028] Figure 1 An embodiment of a dynamic active control system with engine control according to one aspect of the present disclosure is shown, the system including at least one pair of water engagement devices connected to each other, software modules, an engine with an engine control module and a gyroscopic stabilization system and various other modules and components.

[0029] Figure 2 and Figure 3 A fully deployed and fully retracted water engaging device is shown in accordance with one aspect of the present invention.

[0030] Figure 4 and Figure 5 A symmetrical deployment of at least one pair of water engaging means according to an aspect of the invention is shown.

[0031] Figure 5 Differential deployment of at least one pair of water engaging means according to an aspect of the invention is shown.

[0032] Figure 6 A command loop saturation strategy according to one aspect of the present disclosure is shown. DETAILED DESCRIPTION

[0033] For the purposes of promoting and understanding the principles disclosed herein, reference will now be made to the preferred embodiments illustrated in the drawings, and specific language will be used to describe the same.

[0034] like Figure 1 As shown, the vessel 2000 includes a DACS1000 having a software module 202 within the operating console 200 and / or installed near the rudder of the vessel 2000. The software module 202 is communicatively coupled to an engine having an embedded engine control module 302 and a power distribution module 400, which are located near the transom of the vessel 2000 and are primarily used to provide power and communication signals to the various components of the DACS1000. The operating console 200 serves as a control station for the vessel operator and may support a steering wheel, joystick, or other similar device to steer and / or maneuver the vessel 2000. The software module 202 is communicatively connected to the engine control module 302 and is configured to run various operating algorithms for dynamic active control of the vessel 2000, providing adjustable trim, height, and / or steering position / direction control of the engine. As shown Figure 1 As further shown, in addition to the software module 202 , the operator console 200 may also include an optional multi-function display unit 202 and / or an operator input device 204 (eg, a keyboard), which are in communication and operably connected to each other via a digital communication bus.

[0035] Return to reference Figure 1, the software module 202 includes a memory and an embedded programmable processor configured to read data about vessel performance characteristics from the memory and provide the data to the processor in order to run various operational algorithms to dynamically and actively control the vessel 2000. For example, any data related to the operational performance of the vessel (e.g., data related to critical failures of systems or vessel components) can be stored in the memory of the software module 202. Multiple sensors are in communication and operably connected to the software module 202. As shown, the software module 202 is in communication and operably coupled to (1) multiple sensors (e.g., motion sensors located within a marine vessel); (2) at least one pair of actuators mounted near the transom of the vessel 2000 for deploying and retracting the WEDs 602, 606; and / or (3) the gyro stabilizer 500. In another embodiment, additional WEDs, such as two pairs of WEDs with actuators (also referred to as WEDs), are mounted near the transom of the vessel 2000, configured to be deployed and retracted, and are substantially identical in structure and function. In another embodiment, a plurality of sensors may be integrated or embedded in the software module 202. In addition, at least one of the plurality of sensors is configured to measure data related to the retraction and deployment of each of the WED / controllers (602, 606), and to measure and report data of the steering angle, trim position, and altitude of the engine during operation of the vessel.

[0036] The software module 202 of the engine control module 302 communicatively coupled to the engine of the vessel 2000 is also configured to provide power, communication and / or data to the actuators to quickly deploy the WED 602, 606. Figure 1 As shown, the software module 202 can be connected to other peripheral devices, additional sensors (e.g., GPS sensors, voltage sensors, encoders, current sensors, temperature sensors and / or other sensors) via a digital communication bus. The software module 202 is primarily responsible for measuring and feeding data to the engine control module 302 and / or actuators connected to the WED 602, 606, and measuring and calculating various performance characteristics for dynamic active control of the vessel 2000.

[0037] As shown in the DACS 1000 disclosed herein, the power distribution module 400 can be mounted and positioned near the transom of the vessel 2000, wherein the operating console 200 (including the software module 202) can be mounted near the rudder, but not near the transom of the vessel 2000. The various modules are communicatively coupled to each other via industry-standard power and communication cables, specifically, the engine control module 302, the software module 202, and the actuators of the WED (602, 606). The WED can be mounted on or near the transom of the vessel, and the WED actuator can be configured to quickly deploy the WED at a speed of 100 mm / s or higher (mm / s), preferably faster than 250 mm / s. During operation of the vessel 2000, the system 1000 is also designed to generate signals, such as wake-up signals, so that the software module 202 communicates the "power on" (wake-up) status to the various components of the system, namely the engine control module 302 and other components of the operating console 200 (display, input devices, etc.) and actuators for rapid deployment of the WED 602, 606.

[0038] Return to reference Figure 1 , the software module 202 is also configured to store and display certain information (e.g., route maps, nautical charts, etc.) and provide reliable marine navigation and guidance to the operator of the vessel 2000. Such navigation and guidance includes provisions for connecting to certain OEM-specific Internet Protocols (IP) for network interface identification and location addressing, and providing an easy-to-use user interface (UI) for the vessel operator. For example, the software module 202 can provide yaw and trim correction information / commands to the engine and steering system to prevent the vessel from deviating from the current course. The software module 202 is primarily an embedded computing device running some type of Linux or other operating system that provides equivalent functionality. As described above, the system 1000 also includes an additional number of user input devices, such as a keyboard, a steering wheel, and one or more throttle / shift levers. Each device in communication connection with the software module 202 is configured to provide commands (input signals) to the processor, which in turn communicates with the actuators associated with the corresponding WED (602, 606) via actuator power and communication cables, such as Figure 1 As shown, and provide instructions to the actuator to quickly deploy the WED / controller 602, 606.

[0039] The software module 202 also includes a plurality of multi-axis inertial sensors for measuring the rate or acceleration generated along a plurality of vector axes during the operation of the vessel 2000. The software module 202 is configured to communicate and operably connect to a plurality of multi-axis inertial sensors, including, for example, accelerometer sensors for measuring acceleration along the x-axis, y-axis, and z-axis (longitudinal acceleration, lateral acceleration, and vertical acceleration), sensors for measuring roll rate, pitch rate, and yaw rate, respectively, roll rate sensor (RRS), pitch rate sensor (PRS), and yaw rate sensor (YRS). The present disclosure also includes embodiments of 6-axis, 9-axis, or magnetometer sensors or other similar sensors for various measurements (e.g., rate, acceleration, force, torque, etc.) generated during dynamic active control of the vessel. The software module 202, which is communicatively connected to the WED 602, 606, can be programmed to act (make certain iterative decisions) based on information received from attitude sensors (e.g., pitch and roll) and from global positioning system (GPS) sensors located at pre-selected fixed locations on the vessel 2000.

[0040] Return to reference Figure 1 , DACS1000 includes at least one pair of WEDs mounted on the transom of the vessel 2000 and configured for rapid deployment of WEDs 602, 606, the system 1000 provides total vessel pitch axis control by rapid symmetrical deployment of WEDs 602, 606 and in combination with engine trim adjustment. As shown, WEDs 602, 606 are mounted on the transom of the vessel 2000 and configured for rapid deployment into the water at a speed of 100 mm / s or higher, preferably faster than 250 mm / s. Figure 2 and Figure 3 A fully deployed and fully retracted water engaging device is shown in accordance with one aspect of the present invention.

[0041] like Figure 4 As shown, DACS1000 is also configured to provide total vessel pitch control by symmetrically deploying WED 602, 606 and combining engine trim adjustment to provide optimal stability control of the vessel. For example, if WED 602 ​​drops by half (50%), the sensor can send a signal to software module 202, which can then command the actuator connected to WED 602 ​​to adjust the up and down position of WED 602. DACS100 can further optimize the relationship between WED offset and engine trim to provide optimal dynamic active control for the vessel. Figure 5As further shown, the system 1000 is also configured to provide total roll and heading control by differentially deploying the WEDs 602, 606 to (1) counteract roll motion while adjusting any engine steering position to counteract the steering moment associated with the WED delta position; and (2) adjust the engine steering angle to counteract the yaw moment generated by the gyroscopic stabilization system. The software module 202 includes various algorithms that operate a proportional integral derivative control loop (PID) for continuously capturing data related to the difference between the commanded roll angle and the measured roll angle (delta angle) and making responsive and accurate corrections to the delta position between the WEDs 602 and 606 located on the port and starboard sides of the vessel 2000, respectively (e.g., Figure 4 and Figure 5 shown).

[0042] In another aspect of the present disclosure, during operation of the vessel 2000, the system 1000 continuously monitors and measures data / feedback from the sensors and sends command signals to instruct the actuator system to quickly deploy the WEDs 602, 606 to counter certain dynamic active motions of the vessel (e.g., motions in the 0-3 Hz spectrum on the roll, yaw, and pitch axes) and provide the dynamic active control required for the vessel.

[0043] In another aspect of the present disclosure, the DACS 1000 disclosed herein is configured to make necessary adjustments to the engine steering angle to control the heading of the vessel 2000 and counter the heading change caused by the WED delta position. The DACS 1000 can measure the change in steering position and predict the roll motion caused by the change in steering position, and automatically generate the WED delta position to counter the roll motion ultimately caused by the change in steering position.

[0044] In another aspect of the present disclosure, DACS 1000 is configured to symmetrically deploy WEDs 602, 606 (eg, Figure 4 The DACS 1000 may be configured to adjust the trim angle of the vessel 2000 by controlling the engine trim adjustment (as shown) and in conjunction with the engine trim adjustment. Controlling the engine trim adjustment allows the operator and / or system the opportunity to optimize the fuel efficiency or stability performance of the vessel 2000. The performance of the vessel 2000 is further optimized by the DACS ensuring that the WEDs 602, 606 will maintain an average non-zero position (or "bias") and adjusting the engine trim to achieve that bias. In addition, the DACS 1000 is configured to optimize the engine for improved fuel efficiency by providing the commanded trim even if that action results in less than optimal DACS performance.

[0045] In another aspect of the present disclosure, the software module 202 is further configured with a safe blade deployment limit (SBDL) control strategy configured to read and interpret data from the vessel acceleration / deceleration versus blade deployment curve, the contents of which are embedded in a proprietary program of the software module 202. As described above, the software module includes a control strategy that further iteratively commands actuation of the actuator to produce a water engaging device delta position when a water engaging device reaches a predetermined threshold of one of a water engaging device deployment depth and a water engaging device deployment speed, the predetermined threshold being a function of data received from a plurality of sensors related to the vessel speed.

[0046] The intelligent proprietary control software strategy primarily drives the SBDL to continuously read, measure and interpret data in a continuous loop and control or limit the water engaging device deployment depth and / or deployment speed (bias) at different speeds during vessel operation. If the vessel 2000 is accelerating or decelerating, the novel and unique SBDL can change the bias by controlling the bias as a set function of the speed of the vessel 2000. For example, if the vessel 2000 is accelerating while traveling at 25 mph, the water engaging device bias may be 1 inch. However, if the vessel 2000 is decelerating while traveling at 25 mph, the SBDL may limit the bias to 0.5 inches (instead of 1 inch).

[0047] In another aspect of the present disclosure, the DACS disclosed herein provides at least two optimization strategies by allowing the DACS to be controlled by the WED average position and by the engine trim. The DACS is configured to receive a desired trim angle from an operator and adjust the average position of the WED and the engine trim angle in an effort to achieve the operator's desired trim angle. As disclosed herein, the DACS is configured to adjust the relationship between the engine trim and the WED average position and optimize the performance of the DACS system or the fuel efficiency of the engine.

[0048] In another aspect of the present disclosure, during operation, as the vessel 2000 moves through the water, the system 1000 is configured to adjust the engine steering position to counteract the yaw moment (by measuring the changing drag) associated with the delta deployment of the WED 602, 606. The software module 202 may provide a signal to the engine control module 302 of the engine to adjust the engine steering position.

[0049] Return to reference Figure 1-Figure 5, the DACS 1000 is configured to measure the relationship between the steering position of the engine and the desired WED delta position, i.e., the difference between the starboard WED and the port WED and their average position. For example, when the WED delta position increases, the software module 202 sends a signal to the engine control module 302 to adjust the steering position of the engine of the vessel 2000. As disclosed herein, the ability of the system 1000 to counteract the steering moment associated with the delta deployment of the WED (by measuring the changing drag) helps provide optimized overall roll and heading control.

[0050] In another embodiment, during the operation of the vessel 2000, the total roll axis control system generates a delta position between the WEDs on the port and starboard sides of the vessel to generate an anti-roll torque, which is used to counteract the roll motion of the vessel 2000 caused by waves, weight imbalance, or other reasons. During such an event, the delta position increases the deployment command to one WED (e.g., 602) and decreases the deployment command (or retraction) to another WED (e.g., 606). The WED delta is proportional to the roll motion, and generally the more WEDs are deployed, the higher the average position of the WEDs. The generation of a higher offset in turn results in a reduction or decrease in the trim angle of the vessel 2000. In some cases, during the operation of the vessel, the operator may want the vessel 2000 to have as high a trim angle as possible, which in turn generates as small an offset command as possible to the WEDs (602, 606). Once the WED offset reaches a minimum value, the controller attempts to counteract the roll motion of the vessel 2000 by increasing the delta position between the port and starboard WEDs. However, to achieve optimal performance, in order to increase the delta position while minimizing the effect on the offset, one WED must increase its deployed position while the other WED must decrease its deployed position (or otherwise retract). In this case, the performance of the vessel 2000 may be affected. For example, when the offset has reached a minimum value, the deployed position of the WED cannot be further reduced, thereby failing to achieve the desired anti-roll torque.

[0051] As disclosed herein, to overcome these shortcomings, the software module 202 is configured with a novel and unique command cycle saturation strategy (saturation strategy) to further stabilize the operation of the vessel 2000. The saturation strategy can (a) reduce drag and / or maximize rolling performance; and (b) provide real-time navigation stability by mitigating rolling motions while maintaining dynamic active control of the vessel 2000, as further explained herein. The novel command cycle saturation (saturation strategy) "loops" negative commands to the WED at the minimum position, reverses its sign, and adds it to the WED that is increasing its position, so that despite generating a minimum offset command for the WED, the command cycle saturation can still deliver the desired WED delta position, such as Figure 6 shown.

[0052] like Figure 6 As further shown, a saturation strategy as part of a stability control system (dynamic active control system) allows a consistent WED delta position command to be applied despite the fact that one of the WEDs would otherwise result in a negative deployment command for the offset commands shown to the port and starboard WEDs. The saturation strategy can deliver the maximum possible trim angle without compromising the ability to deliver the WED delta position. This intelligent saturation strategy also has an impact on drag and fuel efficiency. As disclosed herein, in this embodiment, the saturation strategy makes it possible to deliver the minimum possible offset (and thereby achieve the minimum possible drag) without compromising the ability to deliver and / or generate the WED delta position. Once initiated, the software module driven saturation strategy can command the desired delta position of multiple WEDs, determine the current delta position and the water engagement device position, and if the current deployment is measured to be less than the commanded delta amount, the deployment of the lesser WED (or if the two deployments are equal, the deployment of one of the WEDs) is reduced to zero. Furthermore, if the software module continues to read that the current smaller deployed actuator blade / WED position is less than the commanded delta amount, the saturation strategy will reduce, maintain, or increase the deployment of the larger (or another) deployed actuator blade / WED to achieve the commanded delta position.

[0053] The saturation policy controls the optimal deployment of WED, from a fully deployed position (such as Figure 2 to the fully retracted position ( Figure 3 2000) to maintain total dynamic active control of the vessel. This novel saturation strategy provides the opportunity to deploy only one blade to achieve the commanded delta position, preventing the vessel from becoming uncontrollable and providing a preferred mode of operation for the vessel 2000. In addition, as described above, the software module 202 is also configured with an autopilot heading strategy that includes a feedback loop that utilizes actuation provided by engine steering / rudder position and at least one pair of water engaging device actuators capable of generating a yaw moment.

[0054] In another aspect of the present disclosure, the software module 202 can receive and process data regarding the steering position of the engines of the vessel 2000. Specifically, the processor is programmed to measure the relationship between the steering position of the engines and the delta position of the WEDs 602, 606. Based on the measured data, the software module 202 can generate and send prediction signals to the actuators to adjust the WEDs 602 and 606 by differentially deploying each of the WEDs 602, 606 to counteract the rolling motion while adjusting the engine steering position to counteract the steering torque associated with the WED delta position, such as Figure 5 As shown. Figure 4 and Figure 5As further shown, the software module 202 can instruct the actuator mechanism to adjust the deployment of one or more WEDs, move WEDs 602, 606 (or additional WEDs) together, or move only one of WEDs 602 or 606, or various combinations of patterns of movement thereof. If more than one WED is moved, they can be moved parallel or relative to each other, moved to deployments of the same size as each other, or moved to different deployments simultaneously as needed to counteract unwanted roll and pitch motions and optimize overall vessel pitch axis control through rapid symmetrical deployment combined with engine trim adjustments.

[0055] In another aspect of the present disclosure, the DACS 1000 provides the operator with the option to control and change (if necessary) the commanded roll angle of the vessel 2000. During operation of the vessel 2000, if a wave hits the starboard side of the vessel, the operator may choose to dynamically change the commanded roll angle and / or instruct the operator through the user interface to roll the vessel to port.

[0056] The processing and calculation of data, and in particular the processing of signals by the software module 202 to change the deployment angle of the WED / controller 602, 606 based on the difference between the commanded roll angle and the actual (measured) roll angle, is one of the key innovative features of the improved DACS. The operator can change the commanded roll angle (e.g., -5 to 5 degrees), which triggers a decision loop within the control system and generates an output signal to instruct the actuator system to perform a rapid (at a speed of 100 mm / s or more) delta deployment of the WED 602, 606.

[0057] It should be understood that the above is only a detailed description of some examples and embodiments of the present disclosure, and that many changes may be made to the disclosed embodiments according to the contents disclosed herein without departing from the spirit or scope of the present disclosure. Therefore, the foregoing description is not meant to limit the scope of the present disclosure, but to provide sufficient disclosure to allow those of ordinary skill in the art to practice the present disclosure without undue burden. It should also be understood that the scope of the present disclosure fully includes other embodiments that may be obvious to those skilled in the art.

[0058] In this document, differences and dissimilarities are defined as inequality, eccentricity, and / or differences involving: angles, speeds, velocities, directions, directions of motion, outputs, forces, moments, inertia, masses, balance, applications of similar things, etc. The terms dynamic and / or dynamic active control may refer to actions taken immediately when needed. In this application, any use of the term "immediate" means that the control action occurs in a responsive manner so that the motion and attitude of the vessel are prevented or mitigated before it occurs in an uncontrolled state. One of ordinary skill in the art understands the relationship between the sensed motion parameters and the required response, i.e., the maximum total delay that may exist while still achieving the control objective. Dynamic and / or dynamic active control can be used to describe interactive hardware and software systems involving different forces and can be characterized by continuous changes and / or activities. Dynamic can also be used when describing the interaction between a vessel and its environment. As described above, a vessel may be affected by various dynamic forces generated by its propulsion system and its operating environment. Any reference to the vessel's attitude can be defined with respect to three axes of rotation, including pitch attitude or rotation about the Y lateral or roll axis, roll attitude or rotation about the X longitudinal or surge axis, and yaw attitude or rotation about the Z vertical or heave axis.

[0059] The various features of the exemplary embodiments described herein can be implemented using hardware, software, or a combination thereof, and can be implemented in one or more computer systems or other processing systems. However, the operations performed in these embodiments are generally referred to in terms such as determination, which are generally associated with mental activities performed by human operators. In any operation described herein, such capabilities of human operators are not required. Instead, these operations can be implemented entirely by machine operations. Useful machines for performing the operations of the exemplary embodiments presented herein include general-purpose digital computers or similar devices. With regard to hardware, a CPU generally includes one or more components, such as one or more microprocessors for performing arithmetic and / or logical operations required for program execution, and storage media, such as one or more disk actuators or memory cards (e.g., flash memory) for program and data storage, and random access memory for temporary data and program instruction storage. With regard to software, a CPU generally includes software resident on a storage medium (e.g., a disk actuator or memory card), which, when executed, directs the CPU to perform transmission and reception functions.

[0060] The CPU software can be run on an operating system stored on a storage medium, such as UNIX or Windows (e.g., NT, XP, Vista), Linux, etc., and can comply with various protocols, such as Ethernet, ATM, TCP / IP, CAN, LIN protocols and / or other connection or connectionless protocols. As is well known in the art, the CPU can run different operating systems and can include different types of software, each of which is dedicated to different functions, such as processing and managing data / information from a specific source, or converting data / information from one format to another. Therefore, it should be clear that the embodiments described herein should not be interpreted as being limited to use with any specific type of server computer, and any other suitable type of device can be used to facilitate the exchange and storage of information.

[0061] The CPU may be a single CPU or may include multiple separate CPUs, each of which is dedicated to a separate application, such as a data application, a voice application, and a video application. The software embodiments of the exemplary embodiments presented herein may be provided as a computer program product or software, which may include a product on a machine-accessible or non-transient computer-readable medium (i.e., also referred to as a "machine-readable medium") having instructions. Instructions on a machine-accessible or machine-readable medium may be used to program a computer system or other electronic device. Machine-readable media may include, but are not limited to, floppy disks, tapes, optical disks, CD-ROMs, magneto-optical disks, USB thumb actuators, and SD cards or other types of media / machine-readable media suitable for storing or transmitting electronic instructions. The techniques described herein are not limited to any particular software configuration. They may find applicability in any computing or processing environment. The terms "machine-accessible medium", "machine-readable medium", and "computer-readable medium" used herein shall include any non-transient medium capable of storing, encoding, or transmitting instruction sequences for execution by a machine (e.g., a CPU or other type of processing device) and causing the machine to execute any of the methods described herein. It should be noted that, as will be appreciated by those skilled in the art, it is common in the art to refer to software in one form or another (e.g., program, procedure, process, application, module, unit, logic, etc.) as taking an action or causing a result. Such expressions are merely a shorthand way of stating that execution of the software by a processing system causes the processor to perform an action to produce a result.

[0062] Unless otherwise specified herein or clearly contradictory to the context, the use of the terms "a", "an" and "the" and similar references in the context of describing the present invention (particularly in the context of the appended claims) should be interpreted as covering the singular and the plural. Unless otherwise specified, the terms "including", "having", and "comprising" should be interpreted as open terms (i.e., meaning "including but not limited to") unless otherwise specified herein. References to ranges of values ​​herein are intended only as a shorthand method of individually referencing each individual value falling within the range, and each individual value is incorporated into the specification as if it were individually referenced herein. All methods described herein can be performed in any suitable order, unless otherwise specified herein or clearly contradictory to the context.

[0063] The use of any and all examples or exemplary language (e.g., "such as") provided herein is intended only to better illustrate the present invention and, unless otherwise required, will not limit the scope of the present invention. It should be understood that the foregoing is only a detailed description of some examples and embodiments of the present disclosure, and that many changes may be made to the disclosed embodiments according to the disclosure herein without departing from the spirit or scope of the present disclosure. Therefore, the foregoing description is not meant to limit the scope of the present disclosure, but rather to provide sufficient disclosure to allow those of ordinary skill in the art to practice the present disclosure without undue burden.

[0064] It should also be understood that the scope of the present disclosure fully includes other embodiments that may be obvious to those skilled in the art. Features shown or described as part of one embodiment may be used in another embodiment to produce a further embodiment. Therefore, the present disclosure is intended to cover such modifications and variations within the scope of the appended claims and their equivalents. It should be understood by those of ordinary skill in the art that this discussion is merely a description of exemplary embodiments and is not intended to limit the broader aspects of the present disclosure, which are embodied in the exemplary configurations.

Claims

1. A dynamic active control system for a ship, comprising: software module, a plurality of sensors and a plurality of water engaging devices, wherein each of the water engaging devices comprises an actuator and a paddle connected to the actuator and is configured to be mounted adjacent a transom of the vessel; wherein the software module is in communication and operably connected to the plurality of sensors and each water engaging device to iteratively command activation of the actuator and deployment of the paddle in response thereto based on data received from the plurality of sensors and a desired setting; and wherein the software module includes a control strategy that further iteratively commands actuation of the actuator to produce a water engaging device delta position when one of the water engaging devices reaches a predetermined threshold of one of a deployment depth of the one of the water engaging devices and a deployment speed of the one of the water engaging devices, wherein the predetermined threshold is a function of data received from the plurality of sensors related to the speed of the vessel.

2. The system of claim 1, wherein the control strategy is configured to further iteratively command activation of the actuator to produce a maximum trim angle without changing the delta position of the water engaging device.

3. The system of claim 1, wherein a predetermined threshold for one of a deployment depth of said one of said water engaging devices and a deployment speed of said one of said water engaging devices is defined as an offset of said one of said water engaging devices.

4. The system according to claim 1, further comprising: An adjustable steering position control embedded within an engine control module, wherein the software module is further configured to (a) provide a first signal output to an actuator of the plurality of water engaging devices to command a water engaging device delta position to counteract dynamic motion of the vessel; and (b) measuring a relationship between the delta positions of the water engaging devices and in response thereto providing a second signal output to actuators of the plurality of water engaging devices; The actuators of the plurality of water engagement devices receive the output second signal and, in response thereto, automatically generate a change in delta position of the water engagement devices to counteract the roll movement caused by the change in steering position.

5. The system of claim 3, wherein the offset is a minimum offset associated with a change in speed of the vessel.

6. The system of claim 1, wherein the software module comprises at least one embedded microprocessor, and the control strategy is implemented by a command loop saturation control algorithm comprising at least one set of program instructions; and wherein the at least one embedded microprocessor is further configured to execute the at least one set of program instructions so that the software module iteratively reads, interprets and manipulates data related to the operation of the vessel.

7. The system of claim 6 wherein the command cycle saturation control algorithm is capable of reading input from an operator and automatically commanding a desired delta position of the at least one pair of water engagement devices by iteratively (a) determining a current delta position of at least one pair of water engagement devices and (b) changing a deployed position of at least one of the at least one pair of water engagement devices so that the deployment of the at least one pair of water engagement devices is aligned with the command generated from the operator input.

8. The system of claim 7, wherein the operator input comprises a delta command, and the changing of the deployed position of at least one of the at least one pair of water engaging devices comprises maintaining, increasing, or decreasing the deployed position in response to the delta command.

9. The system of claim 8, wherein the at least one set of program instructions of the command loop saturation control algorithm is configured and capable of iteratively: (a) cyclically reading negative command data generated for a minimum bias of the at least one pair of water engaging devices; (b) inverting the sign of the negative command data and converting it into positive command data; and (c) adding the converted positive command data to the at least one water engaging device of the at least one pair of water engaging devices to attempt to increase its deployed position in response to the operator's command.

10. A method for dynamic active control of a ship, the method comprising the following steps: mounting a plurality of water engaging devices proximate a transom of the vessel, wherein each of the water engaging devices comprises an actuator and a paddle connected to the actuator; connecting a software module having an embedded microprocessor-based control system to (1) a plurality of sensors and (2) each of the water engaging devices, wherein the plurality of sensors includes at least one inertial sensor; commanding activation of the actuator and deployment of the blade in response thereto based on data received from the plurality of sensors and a desired setting; and implementing within said software module a command cycle saturation control strategy, said strategy comprising further activating said actuator to produce a stable water engagement device delta position when one of said water engagement devices reaches a predetermined bias level; measuring data representative of vessel motion received from the at least one inertial sensor; as well as The command loop saturation control strategy is further implemented within the software module to iteratively (a) one of reduce drag and maximize a roll performance of the vessel, and (b) provide real-time stability of the vessel based on a measurement step.

11. The method of claim 10, wherein the bias level is a threshold value for one of a deployment depth of the one of the water engaging devices and a deployment speed of the one of the water engaging devices, the threshold value being a function of data received from the plurality of sensors relating to a speed of the vessel.

12. The method according to claim 10, further comprising: Embed adjustable steering position control within the engine control module; providing a first signal output to the plurality of water engaging device actuators to command a water engaging device delta position to counteract dynamic motion of the vessel; measuring a relationship between the delta positions of the water engaging devices and in response thereto providing a second signal output to actuators of the plurality of water engaging devices; and The output second signal is received by the actuators of the plurality of water engaging devices and, in response thereto, automatically generates a change in the delta position of the water engaging devices to counteract the roll movement caused by the change in the steering position.

13. The method of claim 10, wherein the command cycle saturation control strategy is capable of reading input from an operator and automatically commands a desired delta position of the at least one pair of water engagement devices by iteratively (a) determining a current delta position of the at least one pair of water engagement devices and (b) changing a deployment position of at least one of the at least one pair of water engagement devices so that the deployment of the at least one pair of water engagement devices is aligned with a command generated from the operator input.

14. The method of claim 13, wherein the operator input comprises a delta command, and the changing of the deployed position of at least one of the at least one pair of water engaging devices comprises maintaining, increasing, or decreasing the deployed position in response to the delta command.

15. The method of claim 14, wherein the at least one set of program instructions commanding a loop saturation control strategy is configured and capable of iteratively: (a) cyclically reading negative command data generated for a minimum bias of the at least one pair of water engaging devices; (b) inverting the sign of the negative command data and converting it into positive command data; and (c) adding the converted positive command data to the at least one water engaging device of the at least one pair of water engaging devices to attempt to increase its deployed position in response to the operator's command.

16. A dynamic active control system, the system comprising: A vessel, a software module, a plurality of sensors and a plurality of water engaging devices, wherein the plurality of water engaging devices are connected to the vessel near the transom of the vessel, wherein each of said water engaging devices comprises an actuator and a paddle connected to said actuator, wherein the software module is in communication and operably connected to the plurality of sensors and each water engaging device to iteratively command activation of the actuator and deployment of the paddle in response thereto based on data received from the plurality of sensors and a desired setting, wherein the software module includes a control strategy that iteratively generates consistent water engaging device delta positions when at least one water engaging device is set at a predetermined bias level, and The software module also includes an autopilot heading control strategy including a feedback loop and actuators connected to the engine in communication with the engine control.

17. The system of claim 16, wherein the control strategy includes a command cycle saturation control algorithm capable of reading input from an operator and automatically commanding a desired delta position of the at least one pair of water engagement devices by iteratively (a) determining a current delta position of at least one pair of water engagement devices and (b) changing a deployment position of at least one of the at least one pair of water engagement devices so that the deployment of the at least one pair of water engagement devices is aligned with the command generated from the operator input.

18. The system of claim 17, wherein the command cycle saturation control algorithm is configured and capable of iteratively: (a) cyclically reading negative command data generated for a minimum bias of the at least one pair of water engaging devices; (b) inverting the sign of the negative command data and converting it into positive command data; and (c) adding the converted positive command data to the at least one water engaging device of the at least one pair of water engaging devices to attempt to increase its deployed position in response to the operator's command.

19. The system of claim 18, wherein the system further comprises: an overall pitch axis control strategy including symmetrical deployment of multiple water engagement devices at a deployment speed of at least 100 mm / s while simultaneously modulating the engine pitch actuators; an overall roll and heading control strategy comprising differentially deploying said plurality of water engaging devices at a deployment speed of at least 100 mm / s to counter measured roll motion, simultaneously adjusting a steering actuator to counter measured yaw motion caused by said differential deployment, and adjusting a steering actuator to counter measured yaw motion produced by a gyroscopic stabilization device adapted to be mounted within said vessel; wherein the software module is further configured with and capable of utilizing a command cycle saturation control algorithm to iteratively (a) reduce drag and / or maximize the roll performance of the vessel, and (b) provide real-time driving stability of the vessel by delivering consistent water engaging device delta positions when at least one water engaging device is at a predetermined bias; as well as The software module is also configured with and capable of utilizing an autopilot heading control algorithm, the autopilot heading control algorithm comprising a feedback loop and an actuation device.

20. The system of claim 16, comprising: a software module comprising an embedded microprocessor-based control system, a multi-axis rate sensor, and a steering position sensor operably connected to at least one of said water engaging devices and said software module; wherein said control system determines an asymmetric deployment of said at least one said water engaging device in response to dynamic roll axis motion measured by said rate sensor as a result of a change in output of said steering position sensor; wherein the control system determines a relationship between the output of the steering position sensor and an asymmetric controller deployment; and Wherein the control system automatically commands changes to the asymmetric controller deployment to counteract dynamic roll axis motion caused by changes in the output of the steering position sensor.

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