Marine automatic remote driving control operation control system and operating rod

Abstract

The invention discloses an automatic remote driving control operation control system for a ship and an operation rod, and belongs to the technical field of automatic remote driving control operation control, and the automatic remote driving control operation control system comprises a remote control unit which is used for sending an advanced control instruction and monitoring the state of the whole system in real time; the main controller is responsible for processing a remote instruction, executing a control algorithm and managing a communication protocol, and can realize stable switching between an automatic mode and a manual mode; a manual and automatic integrated operating lever handle integrates an actuator, a sensor and a controller. The ship executing mechanism is responsible for accurately executing operations such as accelerator adjustment and gear switching and directly controlling the sailing speed and the sailing direction of the ship; the operation control system can receive a remote instruction to automatically drive the handle to move, unmanned control is achieved, accurate force feedback can be provided in a manual mode, an operator can sense the real-time state of a ship power system, and meanwhile a hardware basis is provided for remote control and full-automatic control of a ship.

Description

Technical Field

[0001] This invention relates to the field of automatic remote driving operation control technology, specifically to a marine automatic remote driving operation control system and control lever. Background Technology

[0002] The operation of ships such as cargo ships, tugboats, and yachts mainly relies on traditional mechanical or electric control levers. These levers need to be manually operated directly by the driver in the wheelhouse. They control the forward and reverse rotation of the ship's engine, the clutch, and the throttle opening through mechanical linkages or electrical signals, thereby controlling the ship's speed and course.

[0003] For example, patent CN112351936B discloses a joystick device capable of providing commands for controlling the speed, direction, and steering of a vessel. The joystick device includes a movable steering rod extending along an axis, which is adapted to tilt from a neutral position in at least four directions, including forward, rearward, left, and right. The effective length of the movable steering rod is adjustable between a first rod length and a second rod length, the first rod length being shorter than the second rod length. A first mode for operating the vessel is associated with the first rod length, and a second mode for operating the vessel is associated with the second rod length, the second mode being different from the first mode for operating the vessel.

[0004] For example, patent CN116382270B discloses a method for force feedback simulation control of a ship's rudder control stick based on virtual-real fusion, including: constructing a set of fluid control equations for the flow field on the rudder surface; discretizing the set of fluid control equations using a standard structured grid to obtain a discretized set of fluid control equations; solving the discretized set of fluid control equations based on the finite difference method and boundary conditions to obtain the resistance torque value of the fluid acting on the rudder plate; converting the resistance torque value into a damping torque value; the control unit outputting a motor drive command according to the magnitude of the damping torque value; and the motor driver driving the force feedback simulation motor to generate a corresponding simulated damping torque value according to the motor drive command output by the control unit, which then acts on the control stick to generate force feedback.

[0005] For example, patent CN117566094A discloses a control system and method for stabilizing a joystick. The system includes a joystick device comprising a roll axis and a pitch axis, a transmission mechanism, a DC motor, and a coupling. The roll axis and pitch axis are a two-degree-of-freedom decoupled structure. The transmission mechanism uses a four-bar linkage to transmit the motor's driving force. The DC motor acts as a force feedback loading mechanism, and the coefficients of the control algorithm can be adjusted as needed to provide different loading forces, thereby simulating the control feel of different aircraft. This joystick device can achieve independent operation of the aircraft's pitch and roll. The variable stability control allows aircraft operators to correctly perceive the control force and direction of force. The entire control stick device adopts a modular design, making manufacturing, maintenance, repair and replacement relatively convenient. However, some existing control sticks rely heavily on manual on-site operation and cannot achieve remote control or unmanned operation, which is not suitable for the development trend of intelligent ships and unmanned ships. In addition, the traditional control stick is a simple command output device. Its handle itself does not move according to the actual status of the engine or servo. The driver cannot perceive the actual position of the actuator by touch, which reduces the intuitiveness and safety of operation.

[0006] To address the aforementioned issues, there is an urgent need for innovative design based on the existing automatic remote driving and control system. Summary of the Invention

[0007] The purpose of this invention is to provide a marine automatic remote control system to solve the problems mentioned in the background art, such as the fact that some existing joysticks rely heavily on manual on-site operation, cannot achieve remote control or unmanned operation, and are not suitable for the development trend of intelligent ships and unmanned ships. In addition, traditional joysticks are simple command output devices, and their handles do not move according to the actual state of the engine or servo motor. The driver cannot perceive the actual position of the actuator by touch, which reduces the intuitiveness and safety of operation.

[0008] In a first aspect, this application provides a marine automatic remote steering operation control system, which includes: The remote control unit, as the core of remote command and monitoring, is used to send advanced control commands and monitor the status of the entire system in real time, issue commands to the main controller, and receive status feedback of the ship's actuators from the main controller.

[0009] The main controller is responsible for processing remote commands, executing control algorithms, and managing communication protocols. It can smoothly switch between automatic and manual modes. The main controller and the internal control board of the handle communicate bidirectionally via the Modbus RTU protocol to ensure reliable transmission of commands and status data.

[0010] The manual / automatic integrated joystick handle integrates actuators, sensors, and controllers. It serves as the execution terminal for control commands in automatic mode and the core interactive interface for operators in manual mode.

[0011] Ship actuators, including the engine ECU and transmission controller, are the final execution carriers of navigation commands. They are responsible for accurately executing operations such as throttle adjustment and gear shifting, and directly controlling the ship's speed and course.

[0012] Preferably, the manual / automatic integrated joystick comprises: a joystick housing for the user to grip; a brushless motor and gear transmission mechanism installed inside the housing to provide power and torque for driving the joystick movement; a position sensor for real-time detection of the joystick's rotation angle and position; and an internal control board with an integrated microcontroller for driving and controlling the brushless motor's rotation, reading data from the position sensor, and exchanging data with an external main controller via a communication module, following the Modbus RTU protocol.

[0013] Preferably, the automatic mode is used to receive instructions from the remote control terminal, generate control commands, and send them to the microcontroller of the handle via the Modbus RTU protocol. This drives the brushless motor to rotate and automatically moves the handle to the position specified by the command through a gear transmission mechanism. The movement of the handle triggers its internal position sensor, and the sensor signal is transmitted to the ship's actuators through the existing lines to control the engine and throttle, thus achieving unmanned automatic operation.

[0014] Preferably, the manual mode is used to receive real-time position data of the handle sent by the handle microcontroller and compare it with the actual state data of the ship's actuator; the main controller generates a force feedback command according to the control algorithm and sends it to the handle microcontroller to drive the brushless motor to generate resistance and assistance, so that the operator can feel the load change of the engine and realize the force feedback follow-up function.

[0015] Preferably, the main controller and the manual / automatic integrated joystick are the core carriers, and together with the remote control unit and the ship's actuators, they form two major functional links, as follows: An automatic control loop, with the remote control unit as the command source, the main controller as the relay core, and the manual / automatic integrated joystick as the execution terminal, enables unmanned operation of the joystick; a force feedback information flow, with the ship's actuator as the status data source, the main controller as the data processing center, and the manual / automatic integrated joystick as the feedback output terminal, enables the joystick's follow-up function.

[0016] Preferably, the automatic control loop works as follows: The unmanned operation command issued by the remote control terminal is transmitted to the main controller for command parsing and protocol encapsulation. The controller converts the command into Modbus RTU format and sends it to the microcontroller on the handle. The microcontroller on the handle drives the built-in brushless motor to run. The motor power is transmitted through the gear transmission mechanism, which drives the handle to move automatically to the preset target control position. The position sensor integrated on the handle synchronously collects the current position signal and feeds the signal back to the ship's actuator to trigger the corresponding navigation action.

[0017] Preferably, the force feedback information flow follow-up process specifically includes: the operator manually moves the control lever, the lever position sensor captures the lever action signal in real time, and the signal is transmitted synchronously in two paths: one path is sent directly to the ship's actuator to trigger navigation operation, and the other path is uploaded synchronously to the main controller. After the ship's actuator performs the action, the engine operating condition changes with the navigation demand. The engine ECU collects its status data and feeds it back to the main controller. The main controller calculates and generates an appropriate feedback force command based on the engine status parameters. The command is sent to the lever microcontroller via the Modbus RTU protocol. The lever microcontroller drives the brushless motor to generate reverse resistance. The operator can clearly feel the increased resistance when operating the lever, intuitively synchronizing with the changes in the ship's operating load.

[0018] Preferably, the main controller is an industrial-grade embedded computer running a Linux system, with control logic written in Python and C++. The communication physical layer uses an RS-485 bus, and the protocol layer uses the standard Modbus RTU protocol. The handle address is set to 01, and the main controller sends target position commands and reads actual position data by reading and writing the holding register of the handle slave station.

[0019] Preferably, the main controller uses a PID control algorithm to achieve force feedback. It uses the engine load percentage as input to calculate the torque value that should be fed back to the handle, and then maps it to the current control quantity of the brushless motor. The result is written to the designated register of the handle via the Modbus protocol.

[0020] A status data filtering module is added to the main controller, which adopts incremental feedback commands to autonomously adjust the data sampling frequency and command generation time according to changes in navigation status. A load range determination module is added to the main controller to expand the range of weak resistance signals that can be sensed, add a light load feedback force reference, dynamically adjust the reference value, and avoid sensing blind spots.

[0021] Secondly, this application provides a marine automatic remote steering control joystick for executing the marine automatic remote steering control system described above. The joystick includes: The handle housing protects the internal precision components from dust, moisture, and physical impacts, while providing an ergonomic grip surface. The handle housing encloses all internal components and typically has a mounting flange at the bottom to secure the entire handle assembly to the console surface.

[0022] The main spindle of the handle is the core drive shaft of the entire handle. In manual mode, force is applied to the main spindle, and in automatic mode, the main spindle is driven to move the handle. The main spindle is fixed to the housing by bearings to ensure that it can only rotate smoothly in the designed direction, and the upper part of the main spindle extends out of the housing and connects to the handle head.

[0023] The gear transmission mechanism converts the high-speed, low-torque output of the brushless motor into the low-speed, high-torque motion required by the handle spindle, achieving torque amplification and precise displacement control. The gear transmission mechanism includes a motor drive gear and a driven gear. The motor drive gear is keyed to the output shaft of the brushless motor, and the driven gear is fixedly mounted on the handle spindle and meshes with the motor drive gear to transmit the power of the motor to the spindle.

[0024] The brushless motor receives instructions from the microcontroller and precisely rotates at specific angles and directions, thereby driving the gear train and the main shaft of the handle. The brushless motor is fixed to the base and motor bracket of the handle housing with screws, and its output shaft is connected to the drive gear.

[0025] A high-precision position sensor detects the absolute rotation angle of the handle spindle in real time and accurately. The sensor is coaxially mounted with the handle spindle to ensure synchronous rotation and real-time measurement of the spindle position.

[0026] The microcontroller control board is used to drive and control the rotation of the brushless motor, read the data from the position sensor in real time, and communicate with the external main controller via the Modbus RTU protocol through the electrical interface. The microcontroller control board is fixedly installed inside the housing and is connected to the motor, sensor and electrical interface through wiring harness.

[0027] An electrical interface, providing power input and a communication link, is mounted on the bottom of the handle housing.

[0028] Compared with the prior art, the beneficial effects of the present invention are: It achieves unmanned operation and remote control, completely breaking the limitation of having to operate manually on-site, and providing key execution components for remote monitoring and fully automated operation of ships.

[0029] The innovative force feedback follow-up function can not only output commands but also input status information, transforming the virtual engine status into a real tactile sensation, which greatly improves the intuitiveness, safety, and human-machine interaction experience of operation and reduces driver fatigue.

[0030] With high compatibility and intelligent foundation, it adopts the standard Modbus RTU communication protocol, making it easy to integrate into existing ship control systems and future intelligent ship platforms. It can serve as the execution terminal for intelligent algorithms (such as automatic obstacle avoidance and track keeping).

[0031] Seamless switching between dual modes, supporting safe and smooth transitions between automatic and manual modes, ensures redundant safety and flexibility in ship handling. Attached Figure Description

[0032] Figure 1 This is a flowchart of the present invention.

[0033] Figure 2 This is a block diagram of the control system of the present invention.

[0034] Figure 3 This is a diagram of the joystick module of the present invention. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] This application provides a marine automatic remote steering control system, the core of which includes a remote control unit, a main controller, a manual / automatic integrated joystick, and ship actuators. The remote control unit, as the core of remote command and monitoring, sends advanced control commands and monitors the entire system status in real time, issues commands to the main controller, and receives status feedback from the ship actuators. The main controller is responsible for processing remote commands, executing control algorithms, and managing communication protocols. It can smoothly switch between automatic and manual modes. The main controller and the internal control board of the joystick communicate bidirectionally via the Modbus RTU protocol, ensuring reliable transmission of commands and status data. The manual / automatic integrated joystick integrates actuators, sensors, and controllers, serving as the execution terminal for control commands in automatic mode and the core interactive interface for operators in manual mode. The ship actuators, including the engine ECU and gearbox controller, are the final execution carriers of steering commands, responsible for precisely executing operations such as throttle adjustment and gear shifting, directly controlling the ship's speed and course.

[0037] Example 1: To better understand the above technical solution, the following will provide a detailed description of the technical solution in conjunction with the accompanying drawings and specific implementation methods. (Refer to...) Figure 1As shown in the figure, this is a flowchart of the marine automatic remote steering operation control system according to this embodiment of the present application. The operation mode of the marine automatic remote steering operation control system specifically includes the following steps: S1. System initialization and status check: The operator turns on the system power, and the remote control unit, main controller (VCU), handle and ship actuators are powered on in sequence; the main controller automatically detects the communication links of each unit, such as the Modbus RTU connection status, and collects the initial status of the ship actuators (engine, gearbox), and feeds back the system ready signal to the remote control unit.

[0038] like Figure 2 As shown, in this embodiment, the manual / automatic integrated joystick handle comprises: a handle housing for the user to grip; a brushless motor and gear transmission mechanism installed inside the housing to provide power and torque for driving the handle's movement; a position sensor for real-time detection of the handle's rotation angle and position; and an internal control board with an integrated microcontroller for driving and controlling the brushless motor's rotation, reading data from the position sensor, and exchanging data with an external main controller via a communication module, following the Modbus RTU protocol.

[0039] In this embodiment, the main controller uses an industrial-grade embedded computer running a Linux system. The control logic is written in Python and C++. The communication physical layer uses an RS-485 bus, and the protocol layer uses the standard Modbus RTU protocol. The handle's address is set to 01. The main controller sends the target position command and reads the actual position data by reading and writing the handle's slave station's holding register.

[0040] In this embodiment, the main controller uses a PID control algorithm to achieve force feedback. The load percentage of the engine is used as input to calculate the torque value that should be fed back to the handle, which is then mapped to the current control quantity of the brushless motor and written to the designated register of the handle via the Modbus protocol.

[0041] Remote control unit data flow analysis: issues commands to the main controller (VCU) and receives ship actuator status feedback from the VCU.

[0042] The main controller is the core of the system's data flow processing, undertaking the functions of instruction conversion, data calculation, and feedback coordination. The data flow is differentiated according to the working mode, as follows: In automatic mode, it sends motor rotation commands (target position) to the handle; in manual mode, it sends force feedback commands (target torque) to the handle. The main controller continuously receives real-time status data from the engine, servo motor, etc., which is the key to realizing force feedback.

[0043] The manual / automatic integrated joystick serves as both a command execution terminal and a status acquisition terminal. Its data flow encompasses three main stages: command reception, motion driving, and data uploading. Simultaneously, it ensures compatibility with traditional systems. Specifically: The manual / automatic integrated joystick receives commands from the VCU. In automatic mode, it analyzes the target position parameters in the motor rotation command and drives the brushless motor to move at a preset speed and trajectory. In manual mode, it analyzes the target torque parameters in the force feedback command and drives the motor to output corresponding resistance or assist, thus actuating the motor. It then sends data from its own sensors (real-time position) to the VCU. Finally, its output physical position signal (usually a voltage signal or CAN signal) is transmitted to the ship's existing actuators to control the ship's navigation.

[0044] Ship actuator data stream analysis: The system receives direct physical control signals from the control handle. The engine ECU analyzes these signals to determine the throttle opening requirement and controls the fuel injection quantity to adjust the engine speed. The steering gear controller analyzes these signals to determine the steering angle requirement and drives the steering gear to adjust the course. The gearbox controller matches the corresponding gear based on the signal to achieve stable power transmission. The system also feeds back its own status data (such as current speed, load, and temperature) to the VCU to generate force feedback commands. This feedback data includes not only basic operating parameters but also fault diagnosis data (such as sensor anomalies and overload alarms). The main controller uses this data to generate precise force feedback commands, which are also used for system fault warnings and status monitoring.

[0045] S2, Select control mode.

[0046] S21. If automatic mode is selected, an automatic mode activation command is sent through the remote control unit. After receiving the command, the main controller locks the manual operation permission and sends an initialization command to the microcontroller of the handle. The handle automatically returns to the default position.

[0047] In this embodiment, the automatic mode is used to receive instructions from the remote control terminal, generate control commands, and send them to the microcontroller of the handle via the Modbus RTU protocol. This drives the brushless motor to rotate, and the handle is automatically moved to the position specified by the command through the gear transmission mechanism. The movement of the handle triggers its internal position sensor, and the sensor signal is transmitted to the ship's actuator through the existing line to control the engine and throttle, thus realizing unmanned automatic operation.

[0048] S22. If manual mode is selected, the operator can directly move the handle. After the main controller detects the handle position sensor signal, it will automatically switch to manual mode and simultaneously report the manual intervention status to the remote control unit.

[0049] In this embodiment, the manual mode is used to receive real-time position data of the handle sent by the handle microcontroller and compare it with the actual state data of the ship's actuators. The main controller generates a force feedback command according to the control algorithm and sends it to the handle microcontroller to drive the brushless motor to generate resistance and assistance, so that the operator can feel the load change of the engine and realize the force feedback follow-up function.

[0050] S3, Perform navigation control.

[0051] S31. In automatic mode, the remote control unit issues target navigation commands, such as heading and speed. After the main controller parses the commands, it sends automatic control commands to the microcontroller on the handle via the Modbus RTU protocol. The microcontroller on the handle drives the brushless motor, which moves the handle to the target position through gear transmission. The handle position sensor synchronously feeds back the signal to the ship's actuators to execute the corresponding throttle and gear operations.

[0052] S32. In manual mode, the operator manually moves the handle. The handle position sensor collects the action signal and transmits the signal synchronously to the ship's actuator (to perform navigation operations) and the main controller. The main controller receives the engine status data fed back by the ship's actuator, calculates and generates force feedback commands, and sends them to the handle microcontroller via Modbus RTU. The handle microcontroller drives the brushless motor to generate corresponding resistance and assistance. The operator senses the load change and adjusts the control force accordingly.

[0053] In this embodiment, the main controller and the manual / automatic integrated joystick are the core carriers, working in conjunction with the remote control unit and the ship's actuators to construct two major functional links, as follows: The automatic control loop uses the remote control unit as the command source, the main controller as the central hub, and the manual / automatic integrated joystick as the execution terminal to achieve unmanned operation of the joystick; the force feedback information flow uses the ship's actuator as the status data source, the main controller as the data processing center, and the manual / automatic integrated joystick as the feedback output terminal to achieve the joystick's follow-up function.

[0054] In this embodiment, the automatic control loop works as follows: The unmanned operation command issued by the remote control terminal is transmitted to the main controller for command parsing and protocol encapsulation. The controller converts the command into Modbus RTU format and sends it to the microcontroller on the handle. The microcontroller on the handle drives the built-in brushless motor to run. The motor power is transmitted through the gear transmission mechanism, which drives the handle to move automatically to the preset target control position. The position sensor integrated on the handle synchronously collects the current position signal and feeds the signal back to the ship's actuator to trigger the corresponding navigation action.

[0055] In this embodiment, the force feedback information flow follow-up process specifically includes: the operator manually moves the control lever, the lever position sensor captures the lever action signal in real time, and the signal is transmitted synchronously in two paths. One path is sent directly to the ship's actuator to trigger navigation operations, and the other path is uploaded synchronously to the main controller. After the ship's actuator performs the action, the engine operating condition changes with the navigation requirements. The engine ECU collects its status data and feeds it back to the main controller. The main controller calculates and generates an appropriate feedback force command based on the engine status parameters. The command is sent to the lever microcontroller via the Modbus RTU protocol. The lever microcontroller drives the brushless motor to generate reverse resistance. The operator can clearly feel the increased resistance when operating the lever, intuitively synchronizing with the changes in the ship's operating load.

[0056] In automatic mode, no operation is required: The main controller (VCU) sends the target position command via RS-485 → the microcontroller → drives the brushless motor to rotate → the motor drive gear drives the driven gear → drives the handle spindle to rotate to the target angle → the position sensor detects the spindle position in real time and feeds it back to the microcontroller to form a closed-loop control → the spindle movement triggers the original control signal output at its end.

[0057] In manual force feedback mode, the operator tries to move the handle (handle spindle) with their hand → the position sensor immediately detects the displacement change and sends the data to the VCU via the microcontroller → the VCU calculates the required feedback force based on the ship's condition (such as engine overload) → the VCU sends a command to the handle microcontroller → the microcontroller drives the brushless motor to output a reverse resistance torque → the motor torque is amplified through the gear system and acts on the handle spindle → the operator feels the resistance in their hand, just like operating a real mechanical system.

[0058] S4, Mode Switching.

[0059] S41. To switch from automatic to manual mode, the operator directly moves the handle. After the main controller detects the manual signal, it immediately pauses the issuance of automatic commands and switches to manual mode.

[0060] S42. To switch from manual to automatic, the operator returns the handle to the center position and issues an automatic mode command through the remote control unit. The main controller locks the manual privileges and resumes the automatic control process.

[0061] In this embodiment, the main controller uses an industrial-grade embedded computer running a Linux system. The control logic is written in Python and C++. The communication physical layer uses an RS-485 bus, and the protocol layer uses the standard Modbus RTU protocol. The handle's address is set to 01. The main controller sends the target position command and reads the actual position data by reading and writing the handle's slave station's holding register.

[0062] In this embodiment, the main controller uses a PID control algorithm to achieve force feedback. The load percentage of the engine is used as input to calculate the torque value that should be fed back to the handle, which is then mapped to the current control quantity of the brushless motor and written to the designated register of the handle via the Modbus protocol.

[0063] A status data filtering module is added to the main controller, which adopts incremental feedback commands to autonomously adjust the data sampling frequency and command generation time according to changes in the navigation status.

[0064] In specific implementation, a status data pre-filtering module, an incremental command generation module, and a command validity verification module are set up on the main controller. The status data pre-filtering module can perform anti-shake, noise reduction, and dynamic adjustment of sampling frequency on the status data fed back by the engine, filtering out invalid high-frequency data and reducing the computational load of the main controller. The incremental command generation module calculates new commands based on the incremental value of the previous feedback force command, shortening the command generation time, and at the same time builds a command priority queue to ensure that high-urgency commands are issued first. The command validity verification module adds a timestamp and load matching tag to the issued feedback force commands to avoid delayed commands interfering with the current operation. A command cache verification module is set up on the controller. After receiving the main controller command, it verifies the matching degree between the timestamp and the current controller state, automatically discards invalid commands, and prevents sudden changes in resistance.

[0065] When a ship is in complex and continuous operating conditions, such as when it is constantly adjusting its speed in a narrow channel, the operator will feel that the resistance of the handle fluctuates greatly, which is out of sync with the actual control force required. The engine status data will change abruptly many times in a short period of time, and the amount of feedback data received by the main controller will surge, which may cause the force feedback command calculation to be overloaded. The final signal will be distorted. For example, the actual load has decreased, but the handle resistance remains high, or the resistance change is not synchronized with the load change. Through the set status data pre-filtering module, incremental command generation module and command validity verification module, when frequent changes in data are detected in a short period of time, the sampling frequency is automatically reduced and high-frequency noise data is filtered out, retaining only the valid load change signal, reducing the computational pressure on the main controller. The main controller no longer generates a complete feedback force command every time, but calculates based on the incremental value of the previous command. For example, if the load changes by 10%, the feedback force is adjusted by 10% on the original basis, shortening the command generation time. At the same time, the commands are issued according to the priority queue to ensure that the load change signal with high urgency is transmitted first. After the handle microcontroller receives the command, it first checks whether the timestamp of the command matches the current load status. If there is a delay, the invalid command is automatically discarded to avoid abrupt resistance changes.

[0066] A load range determination module is added to the main controller to expand the range of weak resistance signals that can be sensed, add a light load feedback force reference, dynamically adjust the reference value, and avoid sensing blind spots.

[0067] In specific implementation, a load range determination module, a low load gain compensation module, and a light load reference force configuration module are set on the main controller. The load range determination module identifies the ship's current load range (light load, heavy load) in real time and triggers the corresponding feedback force strategy. The load gain compensation module automatically amplifies the feedback force coefficient in the light load range to enhance the resistance signal corresponding to the weak load. The light load reference force configuration module presets the minimum feedback force reference value for the light load scenario and dynamically adjusts the reference based on the handle's tug speed. A micro-torque drive adaptation module is set on the handle to adapt to the control logic of the micro-torque brushless motor, supporting the output of extremely small resistance signals and breaking through the original lower limit of the force feedback threshold.

[0068] When a ship is in a low-speed, light-load scenario (such as berthing empty), the engine load changes little, and the feedback force generated by the main controller is weak. However, the minimum output resistance of the brushless motor in the handle has a lower threshold, preventing it from outputting excessively small resistances. This results in the operator not feeling any resistance when moving the handle, mistakenly believing the force feedback function has failed. Under light loads, operators find it difficult to determine whether the ship is under effective control via the handle, easily leading to over-operation. To address this, a load range determination module, a low-load gain compensation module, a light-load reference force configuration module, and a micro-torque drive adaptation module are used to optimize the PWM (Pulse Width Modulation) drive signal, specifically targeting the low-torque output characteristics of the micro-torque brushless motor. The duty cycle control strategy supports precise resistance output within a small range of 0.5-5N, solving the problem that traditional drive modules cannot output extremely small torques. It receives the final feedback force command from the main controller, converts it into a corresponding motor current control signal, drives the motor to output precise resistance, and simultaneously collects the actual output torque of the motor in real time to form a closed-loop feedback to correct command execution deviations. The built-in low-pass filter algorithm filters out torque fluctuations during motor start-up and stop, avoiding resistance jitter in light load scenarios, ensuring that the resistance perceived by the operator is stable and continuous. It is compatible with the original controller hardware architecture, and the function can be integrated only through firmware upgrade, without the need for a large number of additional hardware replacements.

[0069] It should be noted that the load range determination module receives load parameters uploaded in real time from the ship's actuators (engine ECU, transmission controller), including data such as engine speed, throttle opening, output torque, current gear, and ship speed. A load determination threshold table pre-stored within the module can be calibrated or adaptively adjusted by technicians, for example, by setting: Light load range: engine output torque < 20% of rated torque, speed < 5 knots, and gear is low speed.

[0070] Heavy load range: engine output torque ≥ 60% of rated torque, or speed ≥ 15 knots, or the vessel is in climbing / current-resistant conditions.

[0071] The module performs calculations and comparisons on the input parameters at a frequency of 10-50Hz. When the parameters meet the light load range conditions, it immediately sends a light load mode activation signal to the low load gain compensation module and the light load reference force configuration module. When the load exceeds the light load range, it sends an exit light load compensation signal to restore the normal feedback force strategy. It supports parameter filtering and can filter out misjudgments caused by ship turbulence and instantaneous engine fluctuations, thereby improving the stability of range identification.

[0072] It should be noted that after receiving the light load mode activation signal from the load range determination module, it automatically switches to the gain compensation operation mode. In normal mode, the feedback force calculation formula is as follows: F (conventional) = K (basic) × T (engine) In light-load mode, the formula for calculating feedback force is as follows: F (compensation) = K (base) × K (gain) × T (engine) When the load switches from the light load range to the normal range, the module control gain coefficient decreases linearly from K (gain) to 1 to avoid sudden changes in feedback force and ensure the continuity of the operator's feel. The gain coefficient can be adjusted in stages according to different light load sub-ranges (such as very light load and very light load) to adapt to more refined scenario requirements.

[0073] It should be noted that the light load reference force configuration module pre-stores the minimum output resistance threshold F(min) of the brushless motor of the handle, and sets the reference resistance value F(reference) for light load scenarios based on this. When the feedback force F(compensation) after calculation by the low load gain compensation module is less than F(reference), the module automatically corrects the final feedback force to F(final) = F(reference), ensuring that the handle outputs perceptible resistance; when F(compensation) is greater than F(reference), F(compensation) is output directly to avoid excessive accumulation of resistance.

[0074] The integrated handle position sensor transmits the twirling speed signal. When the handle twirling speed is fast, F (reference) is appropriately increased to prevent the operator from over-operating due to insufficient resistance. When the twirling speed is slow, the reference value is kept unchanged to ensure a precise control feel. The reference value can be personalized according to different ship types (such as speedboats and cargo ships) and operator habits.

[0075] It should be noted that the micro-torque drive adapter module is adapted to the control logic of the micro-torque brushless motor, breaking through the original lower limit of the force feedback output threshold and ensuring the stable output of the light-load reference force.

[0076] S5. System shutdown: After the navigation mission is completed, a shutdown command is issued through the remote control unit. The main controller sends shutdown and neutral commands to the ship's actuators, and at the same time, the control handle is returned to the initial position. After the status of each unit returns to the initial value, the system power is turned off in sequence.

[0077] It should be noted that after the navigation mission is completed, the operator issues a system shutdown command through the remote control unit. After the command is verified by the main controller with authorization and the current system status (confirming that the ship is in a moored or non-power-required state), the tiered shutdown process is executed, as follows: (1) The main controller sends the engine shutdown command and the gearbox neutral command to the ship's actuators first. After receiving the command, the engine ECU controls the engine to slow down to stop. The gearbox controller switches to neutral and locks the power output. At the same time, it feeds back the final status of the actuators to the main controller.

[0078] (2) The main controller sends a return-to-center reset command to the manual and automatic integrated joystick handle. The MCU inside the handle drives the brushless motor, which drives the handle to return to the mechanical zero position through gear transmission. The position sensor collects the zero position signal and feeds it back to the main controller to complete the state calibration of the handle.

[0079] (3) The main controller starts the system status self-test, confirms in turn that the communication link of the remote control unit, the handle reset status, and the ship actuator shutdown status have all been restored to the initial preset values, generates a system ready shutdown status report and uploads it to the remote control unit.

[0080] (4) After the remote control unit receives the status report and prompts the operator to confirm, it cuts off the power supply of each unit in the order of ship actuator → handle → main controller → remote control unit to complete the overall system shutdown.

[0081] Example 2: To better understand the above technical solution, the following will provide a detailed description of the technical solution in conjunction with the accompanying drawings and specific implementation methods. (Refer to...) Figure 3 As shown, this figure is a block diagram of a marine automatic remote control joystick according to this embodiment of the present application. The joystick includes: The handle housing protects the internal precision components from dust, moisture, and physical impacts, while providing an ergonomic grip surface. The handle housing encloses all internal components and typically has a mounting flange at the bottom to secure the entire handle assembly to the console surface.

[0082] The main spindle of the handle is the core drive shaft of the entire handle. In manual mode, force is applied to the main spindle, and in automatic mode, the main spindle is driven to move the handle. The main spindle is fixed to the housing by bearings to ensure that it can only rotate smoothly in the designed direction, and the upper part of the main spindle extends out of the housing and connects to the handle head.

[0083] The gear transmission mechanism converts the high-speed, low-torque output of the brushless motor into the low-speed, high-torque motion required by the handle spindle, achieving torque amplification and precise displacement control. The gear transmission mechanism includes a motor drive gear and a driven gear. The motor drive gear is keyed to the output shaft of the brushless motor, and the driven gear is fixedly mounted on the handle spindle and meshes with the motor drive gear to transmit the power of the motor to the spindle.

[0084] The brushless motor receives instructions from the microcontroller and precisely rotates at specific angles and directions, thereby driving the gear train and the main shaft of the handle. The brushless motor is fixed to the base and motor bracket of the handle housing with screws, and its output shaft is connected to the drive gear.

[0085] A high-precision position sensor detects the absolute rotation angle of the handle spindle in real time and accurately. The sensor is coaxially mounted with the handle spindle to ensure synchronous rotation and real-time measurement of the spindle position.

[0086] The microcontroller control board is used to drive and control the rotation of the brushless motor, read the data from the position sensor in real time, and communicate with the external main controller via the Modbus RTU protocol through the electrical interface. The microcontroller control board is fixedly installed inside the housing and is connected to the motor, sensor and electrical interface through wiring harness.

[0087] An electrical interface, providing power input and a communication link, is mounted on the bottom of the handle housing.

[0088] The microcontroller on the internal control board of the handle uses an STM32 series chip, and the brushless motor is a small, high-torque DC brushless motor. The reduction gearbox adopts a planetary gear structure to reduce size and improve transmission efficiency. The main controller (VCU) uses an industrial-grade embedded computer running a Linux system, and the control logic is written in Python or C++. The communication physical layer uses an RS-485 bus, and the protocol layer uses the standard Modbus RTU protocol. The handle acts as a slave with an address of 01, and the main controller acts as the master. It sends target position commands and reads actual position data by reading and writing the holding registers of the handle slave. The force feedback algorithm is implemented in the main controller, using a PID control algorithm. It uses the motor load percentage as input to calculate the torque value to be fed back to the handle, and then maps it to the current control quantity of the brushless motor. This value is then written to the designated register of the handle via the Modbus protocol.

[0089] The joystick has two working modes: automatic and manual, as detailed below: Automatic control mode (unmanned operation): The goal of this mode is to automatically move the handle to a designated position to control the vessel. The specific process is as follows: 1. Command input: The remote monitoring center or the automatic driving system issues control commands (such as accelerating to 50% throttle).

[0090] 2. Command parsing: The main controller (VCU) receives and parses the command, converting it into the target angle that the handle needs to rotate.

[0091] 3. Command issuance: The VCU sends the target angle command to the microcontroller (MCU) inside the handle via the Modbus RTU protocol.

[0092] 4. Drive execution: After receiving the command, the handle MCU drives the brushless motor to rotate.

[0093] 5. Mechanical transmission: The motor drives the main shaft of the handle to move through a gear transmission mechanism, which increases torque and reduces speed.

[0094] 6. Position feedback: Position sensors (such as encoders) detect the actual angle of the spindle in real time and feed it back to the handle MCU.

[0095] 7. Closed-loop control: The handle MCU compares the actual angle with the target angle.

[0096] (1) If the target is not achieved: continue driving the motor until it reaches the target position.

[0097] (2) If the goal has been achieved: stop the motor.

[0098] 8. Signal output: The movement of the handle spindle will eventually change its output conventional control signal (such as voltage value), which is sent directly to the ship's actuator (engine ECU) to perform acceleration operation.

[0099] Loop monitoring: The system runs continuously, waiting for and executing the next remote command.

[0100] Manual feedback mode (manual operation): The goal of this mode is to allow the operator to feel the real status of the ship's systems when manually operating them. The specific process is as follows: 1. Manual intervention: The operator begins to manually pull the handle.

[0101] 2. Signal Acquisition: The position sensor immediately detects the angle change.

[0102] 3. Signal Upload: The handle MCU uploads real-time angle data to the VCU via the Modbus RTU protocol.

[0103] 4. Command execution: The VCU sends this angle command to the ship's actuators to initiate action (such as increasing the throttle).

[0104] 5. Status feedback: The ship's actuator (engine) starts working and feeds back its real-time status (such as speed, load, torque) to the VCU.

[0105] 6. Calculate feedback force: Based on the received state data (e.g., a sharp increase in engine load), the VCU calculates the magnitude of the force feedback to be simulated (i.e., the resistance torque that the motor should output) using an algorithm (such as PID).

[0106] 7. Sending feedback commands: The VCU sends force feedback commands to the handle MCU via the Modbus RTU protocol.

[0107] 8. Generate haptic feedback: The handle MCU drives the brushless motor to output a reverse resistance torque in a specific direction.

[0108] 9. Amplified feedback force: The resistance torque of the motor is amplified through the gear system and acts on the main shaft of the handle.

[0109] 10. Perception Status: The operator can clearly feel the handle becoming heavy or difficult to push, thus intuitively sensing that the engine is working under heavy load.

[0110] Forming a closed loop: The operator may decide to reduce the throttle based on feeling, thus forming a closed loop of human-machine interaction, which greatly improves the intuitiveness and safety of operation.

[0111] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A marine automatic remote steering and control system, characterized in that, The automatic remote driving control system includes: The remote control unit, as the core of remote command and monitoring, is used to send advanced control commands and monitor the status of the entire system in real time, issue commands to the main controller, and receive status feedback of the ship's actuators from the main controller. The main controller is responsible for processing remote commands, executing control algorithms, and managing communication protocols. It can achieve smooth switching between automatic and manual modes. The main controller and the internal control board of the handle communicate bidirectionally via the Modbus RTU protocol to ensure reliable transmission of commands and status data. The manual / automatic integrated joystick handle integrates actuators, sensors, and controllers. It serves as the execution terminal for control commands in automatic mode and the core interactive interface for operators in manual mode. Ship actuators, including the engine ECU and transmission controller, are the final execution carriers of navigation commands. They are responsible for accurately executing operations such as throttle adjustment and gear shifting, and directly controlling the ship's speed and course.

2. The marine automatic remote steering and control system according to claim 1, characterized in that: The manual / automatic integrated joystick handle comprises the following components: The handle housing provides a gripping surface for the user; The brushless motor and gear transmission mechanism are installed inside the housing to provide the power and torque to drive the handle movement; A position sensor is used to detect the rotation angle and position of the handle in real time; The handle has an internal control board with an integrated microcontroller for driving and controlling the rotation of the brushless motor, reading data from the position sensor, and exchanging data with the external main controller via a communication module, following the Modbus RTU protocol.

3. The marine automatic remote steering and control system according to claim 2, characterized in that: The automatic mode is used to receive instructions from the remote control terminal, generate control commands, send them to the microcontroller of the handle via the Modbus RTU protocol, drive the brushless motor to rotate, and automatically move the handle to the position specified by the command through the gear transmission mechanism. The movement of the handle triggers the position sensor inside, and the sensor signal is transmitted to the ship's actuators through the existing circuit to control the engine and throttle, thus achieving unmanned automatic operation.

4. A marine automatic remote steering and control system according to claim 2, characterized in that: The manual mode is used to receive real-time position data of the handle sent by the handle microcontroller and compare it with the actual status data of the ship's actuators; The main controller generates a force feedback command based on the control algorithm and sends it to the microcontroller on the handle to drive the brushless motor to generate resistance and assistance, so that the operator can feel the load change of the engine and realize the force feedback follow-up function.

5. A marine automatic remote steering and control system according to claim 1, characterized in that: The main controller and the manual / automatic integrated joystick are the core carriers, working together with the remote control unit and the ship's actuators to form two major functional links, as detailed below: The automatic control loop uses a remote control unit as the command source, a main controller as the relay core, and a manual / automatic integrated joystick as the execution terminal to achieve unmanned operation of the joystick; Force feedback information flow uses the ship's actuators as the status data source, the main controller as the data processing center, and the manual / automatic integrated joystick as the feedback output terminal to realize the joystick's follow-up function.

6. A marine automatic remote steering and control system according to claim 5, characterized in that: The specific workflow of the automatic control loop is as follows: The unmanned operation command issued by the remote control terminal is transmitted to the main controller for command parsing and protocol encapsulation. The controller converts the command into Modbus RTU format and sends it to the microcontroller of the handle. The microcontroller of the handle drives the built-in brushless motor to run. The motor power is transmitted through the gear transmission mechanism, which drives the handle to move automatically to the preset target control position. The position sensor integrated in the handle synchronously collects the current position signal and feeds the signal back to the ship's actuator to trigger the corresponding navigation action.

7. A marine automatic remote steering and control system according to claim 5, characterized in that: The force feedback information flow follow-up process specifically includes: The operator manually moves the control lever, and the lever position sensor captures the lever's movement signal in real time. The signal is transmitted synchronously in two paths: one path is sent directly to the ship's actuators to trigger navigation operations, and the other path is uploaded synchronously to the main controller. After the ship's actuators perform the actions, the engine operating conditions change according to navigation requirements. The engine ECU collects its status data and feeds it back to the main controller. The main controller calculates and generates an appropriate feedback force command based on the engine status parameters. The command is sent to the lever's microcontroller via the Modbus RTU protocol. The lever's microcontroller drives the brushless motor to generate reverse resistance. The operator can clearly feel the increased resistance when manipulating the lever, intuitively synchronizing with changes in the ship's operating load.

8. A marine automatic remote steering and control system according to claim 1, characterized in that: The main controller uses an industrial-grade embedded computer, runs a Linux system, and uses Python and C++ to write control logic. The communication physical layer uses an RS-485 bus, and the protocol layer uses the standard Modbus RTU protocol. With the handle's address set to 01, the main controller sends target position commands and reads actual position data by reading and writing the handle's slave station's holding register.

9. A marine automatic remote steering and control system according to claim 1, characterized in that: The main controller uses a PID control algorithm to achieve force feedback. It takes the load percentage of the engine as input, calculates the torque value that should be fed back to the handle, maps it to the current control quantity of the brushless motor, and writes it to the designated register of the handle through the Modbus protocol. A status data filtering module is added to the main controller, which adopts incremental feedback commands to autonomously adjust the data sampling frequency and command generation time according to changes in the navigation status. A load range determination module is added to the main controller to expand the range of weak resistance signals that can be sensed, add a light load feedback force reference, dynamically adjust the reference value, and avoid sensing blind spots.

10. A marine automatic remote steering control joystick, used to execute the marine automatic remote steering control system as described in any one of claims 1 to 9, characterized in that, The control lever includes: The handle housing protects the internal precision components from dust, moisture and physical impact, while providing users with an ergonomic grip surface. The handle housing encloses all internal components and usually has a mounting flange at the bottom to secure the entire handle assembly to the console surface. The main shaft of the handle is the core drive shaft of the entire handle. In manual mode, force is applied to the main shaft, and in automatic mode, the main shaft is driven to drive the handle to move. The main shaft is fixed to the housing by bearings to ensure that it can only rotate smoothly in the designed direction, and the upper part of the main shaft extends out of the housing and connects to the handle head. The gear transmission mechanism converts the high speed and low torque output of the brushless motor into the low speed and high torque motion required by the handle spindle, thereby achieving torque amplification and precise displacement control. The gear transmission mechanism includes a motor drive gear and a driven gear. The motor drive gear is fixed to the output shaft of the brushless motor via a keyway, and the driven gear is fixedly mounted on the handle spindle and meshes with the motor drive gear to transmit the power of the motor to the spindle. The brushless motor receives instructions from the microcontroller and precisely rotates at a specific angle and direction, thereby driving the gear train and the main shaft of the handle. The brushless motor is fixed to the base and motor bracket of the handle housing with screws, and its output shaft is connected to the drive gear. A high-precision position sensor detects the absolute rotation angle of the handle spindle in real time and accurately. The sensor is coaxially mounted with the handle spindle to ensure synchronous rotation and real-time measurement of the spindle position. The microcontroller control board is used to drive and control the rotation of the brushless motor, read the data from the position sensor in real time, and communicate with the external main controller via the Modbus RTU protocol through the electrical interface. The microcontroller control board is fixedly installed inside the housing and is connected to the motor, sensor and electrical interface through the wiring harness. An electrical interface, providing power input and a communication link, is mounted on the bottom of the handle housing.

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