Stability control system with safety blade deployment limitation

Abstract

The invention discloses a stability control system, namely a dynamic active control system. The system is configured for total ship pitch axis control by fast symmetric deployment of water engagement devices in combination with engine trim adjustment and total roll and heading control by differential deployment of water engagement devices against roll motion associated with water engagement device delta positions. The software module is also configured with a control strategy that limits the bias of the water engagement means as the vessel accelerates or decelerates to provide improved stability during operation of the vessel. The control strategy may statically maintain the bias within a limited configuration (e.g., in relation to the speed of the vessel) until the limited configuration is no longer present.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of and priority to U.S. Provisional Application No. 63 / 393,483, filed on July 29, 2022, the contents of which are incorporated herein by reference. Technical Field

[0003] The present invention generally relates to a stability control system for providing optimal performance and dynamic active motion control of a ship, boat or vessel (collectively referred to as a vessel for brevity). More particularly, the present invention relates to an improved stability control system including and configured with a software driven control strategy that controls the amplitude of deployment of a water engaging device based on the speed of the vessel to achieve dynamic active control of the vessel. Background Art

[0004] The following terms and associated definitions are used in the vessel stabilization industry. "Trim control" means the control of the average angle about the transverse or pitch axis of the vessel averaged over 1 second or longer. "List control" or "roll control" means the control of the average angle about the longitudinal or roll axis of the vessel averaged over 1 second or longer. "Yaw control" means the control of the average angle about the yaw axis of the vessel averaged over 1 second or longer. "Water Engagement Device" or "WED" means a mechanical or electromechanical device configured to generate a variable amount of lift for a vessel by selectively engaging the device with or entering the water flow below or near the transom surface of the vessel at a desired amplitude when the vessel is traveling in a certain (or forward) direction, or by changing the angle of attack of the device relative to the water flow during the forward movement of the vessel. In the systems disclosed herein, the WED may also be referred to as a controller, and any reference to a controller and / or WED means the same device. WED "delta position" refers to the difference between port and starboard WED deployments. "Deployment" refers to the selective engagement of the WED with or into the water flow at a desired magnitude, or to changing the WED angle of attack. A vessel's "rolling moment" is the result of forces applied to the vessel that rotate the vessel about its longitudinal or roll axis. A vessel's "pitch moment" is the result of forces applied to the vessel that rotate the vessel about its transverse or pitch axis. A vessel's "yaw moment" is the result of forces applied to the vessel that rotate the vessel about its vertical or yaw axis. For example, (1) if the port and starboard WEDs are deployed asymmetrically in the vessel, a rolling moment may be generated such that the WED delta position may cause the vessel to roll; (2) if the port and starboard WEDs are deployed asymmetrically in the vessel, a yawing moment may be generated such that the WED delta position may cause a heading change; and (3) if the port and starboard WEDs are deployed symmetrically, or if a single WED is deployed near the center of the vessel, a pitching moment may be generated, which may cause the vessel to pitch or rotate about its transverse or pitch axis.

[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 vessel stabilization technology when the vessel is stationary or underway is a gyro stabilization system, which, in one 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 calculation of the engine steering angle change (or rudder position change) 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 roll and pitch so that the vessel reaches an average angle on the roll and pitch axes. Small vessels used in the recreational market typically have manually or not very effective electronically 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 stability control systems (e.g., dynamic active control systems) with engine control to achieve complete vessel stabilization as disclosed herein.

[0008] Furthermore, there are currently no prior art recreational or commercial stability control systems that combine rapid deployment of a WED with engine trim adjustment. In view of the foregoing state of the art in the field of vessel stabilization, there is a clear need in the market for an improved vessel stability control system, namely a dynamic active control system (DACS), configured with a software driven control strategy that controls the amplitude of deployment of a water engaging device based on vessel speed for dynamic active control of a vessel. The system disclosed herein provides significant technical advantages over conventional systems while overcoming the shortcomings of prior art systems, as described below. Summary of the invention

[0009] The present invention relates to a vessel 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 actuating and deploying a WED. A water engaging device (WED) includes a drive assembly connected to a paddle, the WED being configured and capable of being retracted and deployed as required to provide dynamic active control of the vessel.

[0010] In one embodiment, 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 water engaging device includes a drive and a paddle connected to the drive and is configured to be mounted near the 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 drive and deployment of the paddle 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 drive to limit one of a deployment depth of a water engaging device and a deployment speed of a water engaging device to a predetermined threshold value as a function of data received from the plurality of sensors related to the vessel speed. The predetermined threshold value of one of the deployment depth of the one water engaging device and the deployment speed of the one water engaging device is defined as a bias of the one water engaging device.

[0011] In another embodiment, the DACS includes an engine having an embedded engine control module that is communicatively and operably connected to the software module. A plurality of water engaging device actuators are adapted to be mounted on a transom of the vessel and are communicatively and operably connected to the software module. During operation of the vessel, the software module is further configured to send signals to command desired water engaging device delta positions and counteract dynamic motion of the vessel.

[0012] The software module is also configured to measure the relationship between the engine steering angle and the water engagement device delta position and provide a signal output to the water engagement device driver. Specifically, the software module provides a first signal output to a plurality of water engagement device drivers to command the water engagement device 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 a plurality of water engagement device drivers. Upon receiving the second signal, the plurality of water engagement device drivers automatically generate a change in the water engagement device delta position in response thereto to counter the rolling movement caused by the change in the steering position.

[0013] In one embodiment, the DACS is configured to provide total vessel roll axis and heading control by differentially deploying WEDs to counter roll motion associated with the differentially deployed WEDs. Among other things, the novel DACS disclosed herein can (1) simultaneously control motion in all three axes (total vessel pitch axis control) by rapidly and symmetrically deploying WEDs with or without coordinated engine trim adjustments, and (2) provide total roll and heading control by differentially deploying WEDs to counter roll motion associated with WED delta positions. As disclosed herein, the total pitch axis control strategy can include symmetrically deploying multiple water engagement devices at a deployment speed of at least 100 mm / s and / or simultaneously adjusting engine trim by controlling engine trim actuators. Similarly, the overall roll and heading control strategy includes deploying multiple water engaging devices at a deployment speed differential of at least 100 mm / s to counter measured roll motion and / or simultaneously adjusting heading by controlling a steering actuator to counter measured yaw motion caused by WED delta positions or differential deployment and / or adjusting heading by controlling a steering actuator to counter measured yaw motion produced by a gyroscopic stabilization device suitable for installation within the vessel.

[0014] In another embodiment, a method for dynamically actively controlling a vessel is provided, the method comprising the following steps: (1) mounting a plurality of water engaging devices near the transom of the vessel; wherein each water engaging device comprises a drive and a paddle connected to the drive; (2) connecting a software module having an embedded microprocessor-based control system to (a) a plurality of sensors and (b) each water engaging device; wherein the plurality of sensors comprises at least one inertial sensor; (3) commanding activation of the drive and deployment of the paddle in response thereto based on data received from the plurality of sensors and a desired setting; (4) measuring data representing vessel motion received from at least one inertial sensor; and (5) implementing a safe paddle deployment limit control strategy to further limit one of a deployment depth of a water engaging device and a deployment speed of a water engaging device to a predetermined bias level.

[0015] In another embodiment, the DACS may be 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 deployment of the WED to counter any pitch, roll and yaw motions of the vessel, as well as total vessel pitch axis control facilitated by rapid symmetrical deployment of the WED in conjunction with engine trim adjustments. It should be noted that, as described above, the WED disclosed herein includes at least one actuator connected to at least one blade that is retracted and deployed as needed to provide dynamic active control of the vessel.

[0016] In another embodiment, the DACS provides automatic counteraction to the drag torque caused by the WED delta position.

[0017] In another embodiment, the DACS may include an embedded microprocessor-based software module located within an operator's console that is communicatively and operably connected to the vessel's engine (via an engine control module). The software module may be configured to interface with a third party system (such as a navigation system) to connect and exchange data and information. In the described embodiment, at least one water engaging device is digitally connected to the software module. As disclosed herein, the water engaging device is configured to read a signal input from the software module and automatically generate a water engaging device delta position change to counteract a roll motion caused by a steering position change.

[0018] In another embodiment, the software module is further configured with a safe blade deployment limit (SBDL) control strategy to limit the deployment amplitude (also referred to as bias) of the WED. SBDL is an intelligent control strategy that uses proprietary control software in conjunction with hardware, and the SBDL is configured to limit the maximum bias of the water engaging device when the vessel is accelerating or decelerating, as further disclosed in the detailed description below. The SBDL is also configured to statically maintain the deployment bias or amplitude limit within a limited parameter (e.g., related to the vessel speed) until the parameter is no longer measured within the limit range (e.g., the vessel speed decreases to a predetermined number, for example, until the vessel speed reaches a predetermined low speed threshold (e.g., 5 mph).

[0019] The software module is embedded with a microprocessor-based control system, and the software module is also in communication and operably connected to a plurality of sensors. In another embodiment, a 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 in communication 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) automatically adjust the steering position 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.

[0020] The software module is also connected to a power distribution module, which is configured as a pass-through module / device for wiring installation and providing 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; and (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 stabilization device. 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) for measuring the roll rate, pitch rate and yaw rate of the vessel, respectively. 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 operation of the vessel.

[0021] The software module may also be configured with proprietary machine learning / artificial intelligence algorithms for automatically optimizing vessel operating characteristics, predicting motion and responding instantly to eliminate any undesirable vessel motion that is annoying, disruptive and uncomfortable to the vessel operator or passengers before it is felt by the operator. The AI-based system is configured to learn the behavior of the vessel in all three axes and automatically command deployment of the WED and / or trim, altitude and / or steering adjustments of the engines to counter the pitch, roll and / or yaw of the vessel to achieve perceived stable and controlled operation.

[0022] During vessel operation, the software module can receive a signal (regarding the WED delta position), decide what action needs to be taken, and then send a signal to the actuator to take that action, for example, to counteract the rolling motion to counteract the steering moment associated with the WED delta position. As disclosed herein, the system, through multiple sensors throughout the vessel (integrated or in communication and operatively coupled to the software module), is able to receive the 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.

[0023] 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 are in communication with each other and operably connected 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, 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 the drive to quickly deploy the WED.

[0024] In another embodiment, the DACS includes a driver having at least one WED / controller mounted on the transom of the vessel and digitally connected to a software module. The system is capable of determining the required WED delta position to counter 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 counter the heading change caused by the WED delta position; and (B) measure the change in steering position and predict the roll motion resulting from the change in steering position, and automatically create a WED / controller delta position to counter the roll motion ultimately resulting from the change in steering position.

[0025] 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 bias) and can (a) adjust the average position of the WED and the engine trim angle to achieve the operator's desired bias; 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.

[0026] The DACS can be configured to monitor and read any data associated with the differential deployment of the WED as impending changes to the vessel's yaw rate, heading and roll rate. Based on the data received, the system can provide total roll axis and heading control by differentially deploying the WED to counter the roll axis moment associated with the differential controller deployment. The DACS can also be configured to adjust the engine steering angle to counter the yaw moment generated by the gyro stabilization system.

[0027] 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

[0028] 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:

[0029] 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.

[0030] Figure 2 A fully deployed water engaging device according to one aspect of the present invention is shown.

[0031] Figure 3 A fully retracted water engaging arrangement according to an aspect of the invention is shown.

[0032] Figure 4 A symmetrical deployment of at least one pair of water engaging means according to an aspect of the invention is shown.

[0033] Figure 5 Differential deployment of at least one pair of water engaging means according to an aspect of the invention is shown.

[0034] Figure 6 A safe blade deployment limit strategy when a vessel is accelerating is shown according to one aspect of the invention.

[0035] Figure 7 A safe blade deployment limit strategy when a vessel is accelerating is shown according to one aspect of the invention. DETAILED DESCRIPTION

[0036] 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.

[0037] like Figure 1As shown, the dynamic active control system (DACS) 1000 of the vessel 2000 includes a software module 202, which can be located within the operating console 200 and / or installed near the rudder of the vessel 2000. The software module 202 can be communicatively coupled to the engine with an embedded engine control module 302 via a power distribution module 400 located near the transom of the vessel 2000, and the power distribution module 400 is mainly used to provide power and communication signals to various components of the DACS 1000. The operating console 200 serves as a control station for the vessel operator and can support a steering wheel, joystick or other similar devices to steer and / or maneuver the vessel 2000. The software module 202 can be communicatively connected to the engine control module 302 and 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 operating console 200 may also include an optional multi-function display unit 202 and / or an operating input device 204 (e.g., a keyboard), which are in communication and operably connected to each other via a digital communication bus or other communication technology (e.g., Bluetooth, Wi-Fi, or any other wireless communication technology).

[0038] Return to reference Figure 1 , 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 software module 202. Multiple sensors are in communication and operably connected to software module 202. As shown, software module 202 is in communication and operably coupled to (1) multiple sensors (e.g., motion sensors located within the vessel); (2) at least one pair of actuators mounted near the transom of the vessel 2000 to deploy and retract WED 602, 606; and / or (3) gyro stabilizer 500. In another embodiment, additional WEDs, such as two pairs of WEDs with actuators (also referred to as WEDs 602, 604, 606, 608), are mounted near the transom of the vessel 2000 and are configured to deploy and retract WEDs 602, 604, 606, and 608 in substantially the same manner 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 sensor of the plurality of sensors is configured to measure data associated with the retraction and deployment of each WED (602, 606) and to measure and report data of the steering angle, trim position, and altitude of the engine during vessel operation.

[0039] The software module 202 (which is communicatively coupled to the engine control module 302 of the engine of the vessel 2000) is also configured to provide power, communication and / or data to the drive 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 the drives connected to the WED 602, 606, and measuring and calculating various performance characteristics for dynamic active control of the vessel 2000.

[0040] As shown in the DACS 1000 disclosed herein, the power distribution module 400 is installed and positioned near the transom of the vessel 2000, wherein the operator console 200 (including the software module 202) is installed near the rudder, not near the transom of the vessel 2000. The various modules are communicatively coupled to each other through industry-standard power and communication cables, particularly the engine control module 302, the software module 202, and the drivers of the WED (602, 606). The WED driver installed on the transom of the vessel is configured to rapidly deploy the WED at a speed of more than 100 mm / s, preferably faster than 250 mm / s. During the operation of the vessel 2000, the system 1000 is also designed to generate a signal, such as a wake-up signal, so that the software module 202 communicates the "power on" (wake-up) state to various components of the system, namely the engine control module 302 and other components of the operator console 200 (display, input devices, etc.) and the drivers for rapidly deploying the WED / controllers 602, 606.

[0041] 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 corresponding WED / controller (602, 606) associated drive via drive power and communication cables, such as Figure 1 As shown, and provide instructions to the driver to quickly deploy the WED / controller 602, 606.

[0042] The software module 202 also includes a plurality of multi-axis inertial sensors for measuring rates or accelerations generated along a plurality of vector axes during 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 accelerations along the x, y, and z axes (longitudinal acceleration, lateral acceleration, and vertical acceleration), sensors for measuring roll rate, pitch rate, and yaw rate, roll rate sensor (RRS), pitch rate sensor (PRS), and yaw rate sensor (YRS), respectively. Embodiments that may become apparent to those skilled in the art include 6-axis, 9-axis, or magnetometer sensors or other similar sensors for various measurements generated during dynamic active control of the vessel, such as rates, accelerations, forces, torques, etc. 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.

[0043] Return to reference Figure 1, DACS1000 may include at least one WED (if centrally located on the vessel), or 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 pitch axis control of the vessel by rapid symmetrical deployment of WEDs 602, 606 in conjunction 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 according to one aspect of the present disclosure.

[0044] like Figure 4 As shown, DACS1000 can also be 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 ​​is lowered by half (50%), the sensor can send a signal to software module 202, which can then command the actuator of WED 602 ​​to deploy WED 602 ​​in the up and down directions. DACS100 can further optimize the relationship between WED offset and engine trim to provide optimal dynamic active control for the vessel.

[0045] like Figure 5 As further shown, the DACS 1000 is configured to provide total roll and heading control by differentially deploying the WEDs 602, 606 to counteract the roll motion associated with the WED delta position. The software module 202 may include various algorithms that operate a proportional integral derivative control loop (PID) for continuously capturing data associated with the difference (delta angle) between the commanded roll angle and the measured roll angle, and applying responsive and accurate corrections (e.g., the delta position between the WEDs 602 and 606 located on the port and starboard sides of the vessel 2000, respectively). Figure 4 and Figure 5 shown).

[0046] 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 drive 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.

[0047] In another aspect of the present disclosure, the DACS 1000 as disclosed herein is configured 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 steering position change, and automatically generate the WED delta position to counter the roll motion ultimately caused by the steering position change.

[0048] 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 providing the commanded trim, 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 ensuring that the WEDs 602, 606 maintain an average non-zero position (or "bias") through the DACS and adjusting the engine trim to achieve the bias. In addition, the DACS 1000 is configured to optimize the engine trim by providing the commanded trim, for the purpose of fuel efficiency, even if this action results in the DACS performance being less than optimal.

[0049] In another aspect of the present disclosure, the software module 202 may include and be configured with a safe blade deployment limit (SBDL) control strategy that reads and interprets data received from sensors regarding vessel acceleration / deceleration versus blade deployment curves, the contents of which are embedded in the proprietary program of the software module 202. The intelligent proprietary control software strategy primarily drives the SBDL to continuously read, measure, and interpret data received from all sensors of the DACS in a continuous loop, and to control or limit the deployment depth and / or deployment speed (bias) of the water engaging device at various speeds during vessel operation. For example, the SBDL may reduce the effectiveness of the WED to prevent unsafe conditions when more necessary helpful control actions are taken during vessel operation. In one embodiment, if the vessel 2000 is accelerating or decelerating, the novel and unique SBDL may change the deployment bias or amplitude limit by controlling the deployment bias or amplitude limit as a set function of the speed of the vessel 2000. For example, if the vessel 2000 is accelerating while traveling at 25mph, the deployment bias or amplitude limit of the water engaging device may be 1 inch. However, if the vessel 2000 slows down while traveling at 25 mph, the SBDL may limit the deployment offset or amplitude limit to 0.5 inches (rather than the 1 inch that would be present if the vessel accelerated while traveling at 25 mph).

[0050] like Figure 6As shown, the safety features of the safe blade deployment limit control software disclosed herein are configured to (a) control / limit the bias when the vessel speed is accelerating; and (b) control / limit the bias when the vessel speed is decelerating. Ideally, the operator wants to have full bias when accelerating rather than at lower speeds when decelerating. Similarly, to enhance the smooth boating experience, full bias is not required during high-speed operation of the vessel 2000, regardless of whether the vessel 2000 is accelerating or decelerating. Figure 6 An exemplary embodiment of the SBDL functionality for vessel acceleration (0 to 48 mph) and deceleration (48 mph to 0) is depicted and illustrated in the diagram of FIG. Figure 6 The relationship between the drive position, command and velocity curves is shown. Figure 6 As depicted and explained in , the deployment follows the speed curve as the ship speed increases. Figure 7 As shown, the deployment follows the speed profile until 25 mph, and then the deployment remains restricted until the speed drops below 5 mph.

[0051] 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 the engine pitch. The DACS is configured to receive a desired bias from an operator and adjust the average position of the WED and the engine pitch angle to achieve the operator's desired bias. As disclosed herein, the DACS is configured to adjust the relationship between the engine pitch and the WED average position and optimize the performance of the DACS system or the fuel efficiency of the engine.

[0052] In another aspect of the disclosure, during operation, the system 1000 is configured to counteract the yaw moment (by measuring the changing drag) associated with the delta deployment of the WEDs 602, 606 as the vessel 2000 moves through the water. The software module 202 may provide a signal to the engine control module 302 of the engine to adjust the steering position of the engine.

[0053] 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, as 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.

[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 a prediction signal to the actuator to adjust the WEDs 602, 606 by differentially deploying each of the WEDs 602, 606 to counteract the rolling motion associated with the WED delta position, such as Figure 5 As shown. Figure 4 and Figure 5 As 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 a combination of various patterns of movement thereof. If more than one WED is moved, they can be moved parallel to or relative to each other to the same magnitude of deployment, 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 down 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 and actual (measured) roll angles, 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 drive system to rapidly (at a speed of 100 mm / s or more) delta deploy 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. On the contrary, these operations can be implemented entirely by machine operation. 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 drives 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 drive or memory card), which, when executed, instructs 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 program, 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 drives, 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 can 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, the system comprising: software module, a plurality of sensors and a plurality of water engaging devices, wherein each of the water engaging devices comprises a drive and a paddle connected to the drive and is configured to be mounted near the 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 activation of the actuator to limit one of a deployment depth of the water engaging device and a deployment speed of the water engaging device to a predetermined threshold as a function of data received from the plurality of sensors related to the speed of the vessel.

2. 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.

3. The system of claim 1 , wherein the software module comprises at least one embedded microprocessor, and the control strategy is implemented by a safe blade deployment limit 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 component iteratively reads and interprets any data related to the operation of the vessel.

4. The system of claim 2, wherein the offset is a minimum offset associated with a change in speed of the vessel.

5. A system according to claim 3, wherein the safe blade deployment limit control algorithm is capable of iteratively setting the bias of at least one pair of the water engagement devices within a predetermined range of values ​​as a function of data related to the speed of the vessel received from the plurality of sensors.

6. The system of claim 5, wherein the set bias is a deployment bias, and wherein the deployment bias is static until the speed of the vessel reaches a certain predetermined limit.

7. The system of claim 6, wherein the speed of the vessel is 5 miles per hour.

8. The system of claim 3, wherein the safe blade deployment limit control algorithm is further configured to automatically identify and prevent triggering an increase in control authority or operator feedback in response to a change in speed of the vessel.

9. The system of claim 3, wherein the data comprises information extracted from a data set of two-dimensional vessel acceleration / deceleration and blade deployment graphs embedded in at least one set of program instructions of the safe blade deployment limit control algorithm.

10. The system of claim 3, wherein the safe blade deployment limit control algorithm is a closed loop control system configured and capable of continuously reading, measuring and interpreting the data and limiting the bias of the at least one pair of water engaging devices at various speeds during operation of the vessel.

11. A method for dynamically actively controlling a ship, the method comprising the following steps: installing a plurality of water engaging devices near the transom of the vessel, wherein each of the water engaging devices comprises a drive and a paddle connected to the drive; 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 blades in response thereto based on data received from the plurality of sensors and a desired setting; measuring data representative of motion of the vessel received from the at least one inertial sensor; and A safe blade deployment limit control strategy is implemented to further limit one of a deployment depth of the water engaging device and a deployment speed of the water engaging device to a predetermined bias level.

12. The method of claim 11, 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 the speed of the vessel.

13. The method of claim 11, wherein the safe blade deployment limit control strategy is capable of iteratively setting the bias level of the at least one pair of the water engaging devices within a certain predetermined range of values ​​based on the speed of the vessel.

14. The method of claim 13, wherein the set bias is a deployment bias, and wherein the deployment bias is static until the speed of the vessel reaches a certain predetermined limit.

15. The system of claim 14, wherein the speed of the vessel is 5 miles per hour.

16. The method of claim 11, wherein the software module comprises at least one embedded microprocessor and the control strategy is implemented by a safe blade deployment limit 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 component iteratively reads and interprets any data related to the operation of the vessel.

17. 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 a drive and a paddle connected to said drive, 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 safe blade deployment limit control strategy to further limit one of a deployment depth of the water engaging device and a deployment speed of the water engaging device to a predetermined bias level.

18. The system of claim 17, further comprising: 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 adjusting the engine pitch actuators; an overall roll and heading control strategy comprising differentially deploying the 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 resulting from the differential deployment, and adjusting the steering actuator to counter measured yaw motion resulting from a gyroscopic stabilization device adapted for installation within the vessel; Wherein the software module includes a safe blade deployment limit control strategy to further limit one of a deployment depth of the water engaging device and a deployment speed of the water engaging device to a predetermined bias level.

19. The system of claim 17, further 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.

20. The system of claim 17, wherein the safe blade deployment limit control strategy is capable of iteratively setting the bias of the at least one pair of the water engaging devices within a predetermined range of values ​​as a function of data related to the speed of the vessel received from the plurality of sensors.

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