Ship propulsion control system

Abstract

To provide a ship propulsion control system with enhanced and improved safety in different operation modes.SOLUTION: A ship propulsion control system comprises a driving unit with the upper part connected pivotably to a ship and with the lower part having one propeller or multiple propellers providing propulsion force, the lower part being rotatable to the upper part, an input unit to acquire a startup message representing the operation mode of the driving unit, and a control unit to control the driving unit based on the startup message from the input unit. The control unit controls the driving unit in different prescribed operating modes based on at least the startup message, and the control unit ensures that the propulsion force and / or the rotation of a propeller does not occur by rotating the lower part of the driving unit so that the propeller faces forward at a position at 90 degrees minimum compared to the position where the propeller faces backwards in one swimming mode among the prescribed operation modes.SELECTED DRAWING: Figure 22

Description

[Technical field]

[0001] The present disclosure relates generally to propulsion control systems. In a particular aspect, the present disclosure relates to a marine vessel propulsion control system for a marine vessel. The present disclosure may be applicable to marine vessels such as watercraft, power boats, work boats, sport vessels, boats, ships, among other types of marine vessels. Although the present disclosure may be described with respect to a particular marine vessel, the present disclosure is not limited to any particular marine vessel. [Background technology]

[0002] Propulsion control systems for marine vessels are known. These propulsion systems have drive units that may be operated in different positions to improve the performance of the vessel and the energy consumption for powering the drive units. These known systems do not take into account the vessel operating in both normal and reduced draft conditions, as well as other situations and conditions of the vessel.

[0003] The drive unit has one or more propellers which propel the vessel in the normal manner, however, people and / or equipment may be present in the water around the vessel for bathing and swimming, which may have serious consequences in that people and / or equipment may come into contact with the propeller or propellers.

[0004] Therefore, there is a need for an improved marine propulsion control system that has enhanced safety during different operating modes. Summary of the Invention

[0005] 10. A marine vessel propulsion control system according to a first aspect of the present disclosure, comprising: a drive unit adapted to be coupled with the marine vessel, the drive unit comprising an upper portion pivotally coupled to the marine vessel and a lower portion having one or more propellers to provide thrust, the lower portion being rotatable relative to the upper portion; an input unit configured to obtain an activation message indicative of an operation mode of the drive unit; and a control unit operatively connected to the drive unit and the input unit, the control unit configured to control the drive unit based on at least the activation message obtained from the input unit, the control unit being configured to control the drive unit within different predefined operation modes based on at least the activation message, one of the predefined operation modes being a swim mode, wherein in the swim mode the control unit is configured to rotate the lower portion of the drive unit such that the one or more propellers are facing forward at a position of at least 90 degrees compared to a position in which the one or more propellers are facing aft, and the control unit is configured to ensure (ensure) that in the swim mode no thrust and / or rotation of the one or more propellers occurs. A first aspect of the present disclosure seeks to address the shortcomings of previous solutions, in particular the possible compromise of safety while operating the vessel in different situations. Technical advantages may include providing a propulsion control system having a drive unit with a lower part rotatably coupled to an upper part, whereby when the control unit gets a swim mode activation message, the control unit ensures that the one or more propellers are at least rotated to a position where the one or more propellers are facing forward at a minimum of 90 degrees compared to a position where the one or more propellers are facing aft, thereby minimizing the risk of injury to bathers and swimmers around the vessel and providing greater safety while operating the vessel during swimming and bathing.

[0006] Optionally, in some examples, including at least one preferred example, further comprises a tilt and trim device, and the control unit is operatively coupled to the tilt and trim device. Technical advantages may include being able to perform and control the trim and tilt of the drive unit by the control unit.

[0007] Optionally, in some examples, including at least one preferred example, the activation message is an operator or captain-initiated and / or an automatically generated activation message. Technical advantages may include providing different possibilities for initiating the activation message.

[0008] Optionally, in some examples, including at least one preferred example, the automatically-generated activation message is sensor data obtained from one or more sensor(s). Technical advantages may include the sensors may detect various objects, or other parameters, around the vessel and, based on these detections, may provide the automatically-generated activation message to the control unit. This minimizes the risk of human error or unintended operation of the propulsion control system.

[0009] Optionally, some examples, including at least one preferred example, further include one or more sensor(s), the one or more sensors configured to detect one or more condition(s) of the vessel, the drive unit, and / or ambient conditions of the vessel. Technical advantages may include the sensors being able to detect various conditions or other parameters of the vessel, the drive unit, and / or ambient conditions, and based on these detections, automatically generated activation messages can be provided to the control unit for enhanced control and safety, thereby minimizing the risk of human error or unintended operation of the propulsion control system.

[0010] Optionally, in some examples, including at least one preferred example, one of the predetermined operating modes is a normal / high speed mode, and in the normal / high speed mode, the control unit is configured to control the drive unit, the steering unit, and / or the tilt and trim device to set limits on the trim and steering of the drive unit and set a no tilt function for the drive unit. Technical advantages may include ensuring that a risk of human error or unintended operation of the propulsion control system is minimized.

[0011] Optionally, in some examples, including at least one preferred example, the limits are that the trim of the drive unit does not exceed ±10 degrees, preferably ±5 degrees, and that the rotation of the lower part of the drive unit is limited to ±30 degrees, compared to neutral trim. Technical advantages may include ensuring that limits are provided for maneuvering the vessel, again minimizing the risk of human error or unintended operation of the propulsion control system.

[0012] Optionally, in some examples, including at least one preferred example, one of the predetermined operating modes is a low-speed mode, and in the low-speed mode, the control unit is configured to control the drive units, the steering unit, and / or the tilt and trim device such that the drive units are free to trim and allow unlimited steering up to 360 degrees. A technical advantage is ensured to minimize the risk of human error or unintended operation of the propulsion control system.

[0013] Optionally, some examples, including at least one preferred example, further include an additional drive unit, the additional drive unit being positioned adjacent to the other drive unit, thereby providing a dual drive unit arrangement. Technical advantages may include providing more power and maneuverability to the propulsion system, and providing a redundant system.

[0014] Optionally, in some examples, including at least one preferred example, the control unit is configured to, in the low speed mode, rotate the lower portions of the drive units in opposite directions to avoid collisions between the lower portions. Technical advantages may include the drive units and propellers not unintentionally rotating and colliding with each other and causing damage.

[0015] Optionally, in some examples, including at least one preferred example, one of the predetermined operational modes is a shallow water / beach mode, and in the shallow water / beach mode, the control unit is configured to control the drive units, the steering unit, and / or the tilt and trim device to allow unlimited steering up to 360 degrees, preferably ±120 degrees, with free trim and tilt. Technical advantages may include ensuring that the risk of human error or unintended operation of the propulsion control system is minimized.

[0016] Optionally, in some examples, including at least one preferred example, the control unit is configured to rotate the lower portion to a position where the one or more propellers point aft relative to the vessel. Technical advantages may include minimizing risk of damaging the one or more propellers when operating in shallow waters and on beaches.

[0017] Optionally, in some examples, including at least one preferred example, the control unit is configured to limit propeller thrust in shallow water / beach mode such that only a limited speed is permitted. Technical advantages may include ensuring that the risk of human error during operation or unintended operation of the propulsion control system is minimized in shallow waters where the risk of collision with underwater obstacles is high.

[0018] Optionally, in some examples, including at least one preferred example, one of the predetermined operational modes is a storage mode, where in the storage mode the control unit is configured to control the drive unit, the steering unit, and / or the tilt and trim device such that the drive unit is trimmed and tilted out of the water, and the control unit is configured to ensure (ensure) that no thrust and / or rotation of the one or more propellers occurs. Technical advantages may include ensuring that risks of human error or unintended operation of the propulsion control system are minimized.

[0019] Optionally, in some examples, including at least one preferred example, the control unit is configured to rotate the lower portion to a position in the storage mode where the one or more propellers face aft relative to the vessel. Technical advantages may include the propeller(s) being tilted above the water such that growth and fouling on the propellers is minimized in the storage mode.

[0020] A marine vessel comprising a marine vessel propulsion control system as described above, according to a second aspect of the present disclosure. The second aspect of the present disclosure seeks to address the shortcomings of previous solutions, in particular the possible compromise of safety while operating the vessel in different situations. Technical advantages may include providing a propulsion control system having a drive unit with a lower part rotatably coupled to an upper part, whereby when the control unit gets a swim mode activation message, the control unit ensures that the one or more propellers are at least rotated to a position where the one or more propellers are facing forward at a minimum of 90 degrees compared to a position where the one or more propellers are facing aft. Thereby, the risk of injury to bathers and swimmers around the vessel is minimized, resulting in greater safety while operating the vessel during swimming and bathing.

[0021] According to a third aspect of the present disclosure, there is provided a method of operating a marine vessel propulsion control system as described above, comprising the steps of: providing the marine vessel propulsion control system on a marine vessel; Obtaining a start-up message indicating a predetermined operating mode of the drive unit; Controlling the drive unit based on the activation message; Obtaining a swim mode activation message; in response to receiving the swim mode activation message, rotating a lower portion of the drive unit such that the one or more propellers face forward at a position that is a minimum of 90 degrees compared to a position in which the one or more propellers face rearward; Ensuring (ensuring) that no thrust and / or rotation of one or more propellers occurs in the swimming mode; A method comprising: A third aspect of the present disclosure seeks to address the shortcomings of previous solutions, in particular the possible compromise of safety while operating the vessel in different situations. Technical advantages may include providing a propulsion control system having a drive unit with a lower part rotatably coupled to an upper part, whereby when the control unit gets a swim mode activation message, the control unit ensures that the one or more propellers are at least rotated to a position where the one or more propellers are facing forward at a minimum of 90 degrees compared to a position where the one or more propellers are facing aft, thereby minimizing the risk of injury to bathers and swimmers around the vessel and providing greater safety while operating the vessel during swimming and bathing.

[0022] Optionally, in some examples, including at least one preferred example, Obtaining normal / fast mode startup messages; setting limits on drive unit trim and steering in response to receiving a normal / high speed mode activation message; and setting a function such that the drive unit does not tilt. Technical advantages may include ensuring that the risk of human error or unintended operation of the propulsion control system is minimized.

[0023] The aspects, examples (including any preferred examples) of the present disclosure, and / or the appended claims may be combined with one another as appropriate, as would be apparent to one skilled in the art. Additional features and advantages are set forth in the following description, claims, and drawings, and in part will be readily apparent to those skilled in the art from therein or may be learned by the practice of the present disclosure as set forth herein.

[0024] The examples are described in more detail below with reference to the accompanying drawings. [Brief description of the drawings]

[0025] [Figure 1] 1 is an exemplary marine vessel propulsion control system, according to an example. [Diagram 2] 1 is an exemplary marine vessel propulsion control system, according to an example. [Diagram 3] 1 is an exemplary marine vessel propulsion control system, according to an example. [Figure 4] FIG. 1 illustrates a side view of a vessel propulsion control system with one or more propellers rotated to point forward. [Diagram 5] FIG. [Figure 6a] 13A-13C illustrate a top view of a sequence for rotating the lower part of the drive unit according to an example. [Figure 6b] 13A-13C illustrate a top view of a sequence for rotating the lower part of the drive unit according to an example. [Figure 6c] 13A-13C illustrate a top view of a sequence for rotating the lower part of a drive unit according to an example. [Figure 6d] 13A-13C illustrate a top view of a sequence for rotating the lower part of a drive unit according to an example. [Figure 6e] 13A-13C illustrate a top view of a sequence for rotating the lower part of the drive unit according to an example. [Figure 6f] 13A-13C illustrate a top view of a sequence for rotating the lower part of the drive unit according to an example. [Figure 6g] 13A-13C illustrate a top view of a sequence for rotating the lower part of a drive unit according to an example. [Figure 7]1 illustrates a marine vessel propulsion control system, according to an example. [Figure 8] 1 illustrates a marine vessel propulsion control system, according to an example. [Figure 9] 1 illustrates a marine vessel propulsion control system, according to an example. [Figure 10] 1 illustrates a side view of a drive unit being translated rearward, according to an example. [Figure 11] 1 illustrates a side view of a drive unit being translated rearward, according to an example. [Figure 12] 13A-13C show different views of an example of a linking arm, according to an example. [Figure 13] 13A-13C show different views of an example of a linking arm, according to an example. [Figure 14] 13A-13C show different views of an example of a linking arm, according to an example. [Figure 15] 13A-13C show different views of an example of a linking arm, according to an example. [Figure 16] 11A-11C show different views of another example of a linking arm, according to an example. [Figure 17] 11A-11C show different views of another example of a linking arm, according to an example. [Figure 18] 11A-11C show different views of another example of a linking arm, according to an example. [Figure 19] 11A-11C show different views of another example of a linking arm, according to an example. [Figure 20] 13 illustrates another example of a connecting arm, according to an example. [Figure 21] FIG. 2 is another diagram of an example. [Figure 22] 1 illustrates a side view of a marine vessel with a marine vessel propulsion control system, according to an example. [Figure 23] 1 illustrates a side view of a marine vessel with a marine vessel propulsion control system, according to an example. [Figure 24] 1 illustrates a side view of a marine vessel with a marine vessel propulsion control system, according to an example. [Diagram 25] 1 illustrates a side view of a marine vessel with a marine vessel propulsion control system according to another example. [Figure 26] 1 illustrates a side view of a marine vessel with a marine vessel propulsion control system according to another example. [Figure 27] 1 shows an example of a ship propulsion control system. [Figure 28] 1 shows another exemplary diagram of a marine vessel propulsion control system. [Figure 29] 1 is a schematic flow chart of an example method of operating a marine propulsion control system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the present disclosure.

[0027] 1-3 are exemplary diagrams of a vessel propulsion control system 1 of a vessel 100, according to one example. In FIG. 1, the vessel propulsion control system 1 comprises a drive unit 3 including an upper part 20 and a lower part 21, where the upper part 20 is pivotable relative to the vessel 100 and the lower part 21 is rotatably coupled to the upper part 20. The lower part 21 has one or more propellers providing thrust. The lower part 21 comprises, in this example, a first propeller 13a and a second propeller 13b. The upper part 20 of the drive unit 3 may be moved relative to the transom 101 of the vessel 100 so that the drive unit can tilt in and out of the water and / or be trimmed to an intended trim angle in the water. Thus, the upper part 20 may be moved relative to the vessel 100. The lower part 21 is rotatably coupled to the upper part 20, whereby the lower part can rotate about an axis R relative to the upper part 20. The lower part 21 is configured to follow the movement of the upper part 20 relative to the vessel 100.

[0028] The marine vessel propulsion control system 1 also comprises an input unit 22 configured to obtain an activation message indicative of an operating mode of the drive unit 3, and a control unit 23 operatively connected to the drive unit 3 and the input unit 22, the control unit 23 being configured to control the drive unit 3 based on the activation message obtained from the input unit 22. The control unit 23 is configured to control the drive unit 3 in different predefined operating modes based at least on the activation message. One of the predefined operating modes is a swimming mode, in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 such that the one or more propellers 13a, 13b face forward at a position of minimum 90 degrees compared to a position in which the one or more propellers face backward. Furthermore, the control unit 23 is configured to ensure that no thrust and / or rotation of the one or more propellers 13a, 13b occurs in the swimming mode.

[0029] The input unit 22 may be located in the vessel 100 or in the drive unit 3, in the example of Fig. 1 the input unit 22 is located in the vessel 100. The control unit may also be located in the vessel 100 or in the drive unit 3, in the example of Fig. 1 the input unit 22 is located in the vessel 100.

[0030] According to the present disclosure, the control unit 23 is configured to rotate the lower portion 21 to a position in which the one or more propellers 13a, 13b are at least facing forward at a minimum of 90 degrees compared to a position in which the one or more propellers are facing aft in response to obtaining a swim mode activation message from the input unit 22. The swim mode activation message may be activated when a person on board the marine vessel 100 wishes to swim around the marine vessel 100, for example, using a swim platform 103 located on the transom 101 of the marine vessel 100.

[0031] 1-3, the propellers 13a, 13b are configured to be push drives, such that in normal operation, the propellers 13a, 13b push the vessel 100. In this example, the first and second propellers 13a, 13b are positioned behind the lower part 21 so that as they rotate, they push on the lower part 21, thereby pushing the vessel.

[0032] The drive unit 3 may be trimmed at different angles to optimize the thrust angles of the propellers 13a, 13b during different operating conditions. In Fig. 1, the drive unit 3 is in a neutral trim position where the thrust angles of the first and second propellers 13a, 13b are zero.

[0033] In FIG. 2, the drive unit 3 has been pivoted in a clockwise direction relative to the vessel to position the drive unit 3 in negative trim with a negative thrust angle A of the first and second propellers 13a, 13b.

[0034] In FIG. 3, the drive unit 3 has been pivoted in a counterclockwise direction relative to the vessel 100 to position the drive unit 3 in positive trim with a positive thrust angle A of the first and second propellers 13a, 13b.

[0035] FIG. 4 is the vessel propulsion control system 1 of FIG. 1. Here, the lower part 21 is rotated about the axis R relative to the upper part 20. In response to obtaining a swim mode activation message from the input unit 22, the control unit 23 rotates the lower part 21 to a position in which the one or more propellers 13a, 13b are facing forward towards the vessel 100. In this example, the first and second propellers 13a, 13b are rotated 180 degrees compared to the position shown in FIG. 1. According to the present disclosure, the control unit 23 may rotate the first and second propellers 13a, 13b a minimum of 90 degrees compared to a position in which the one or more propellers 13a, 13b are facing aft. Furthermore, the control unit 23 may be configured to lower the drive unit 3 to its lowest position such that the swimmer is further protected from the one or more propellers 13a, 13b.

[0036] In examples, the activation message is an automatically generated and / or activated by an operator or captain on the vessel 100. The operator or captain may activate a beach mode activation message on the input unit 22 and / or the operator or captain may activate a swim mode activation message on the input unit 22.

[0037] Furthermore, the drive unit 3 may be locked in swim mode until the swim mode activation message is released by the operator or captain. In an example, the drive unit 3 is configured to be initiated with a special confirmation action when in swim mode, such as unlocking with a physical or digital key. This adds additional safety to the system 1, so that the drive unit 3 is not unintentionally activated when a swimmer is close to the drive unit 3.

[0038] Additionally, one or more of the propellers 13a, 13b may be locked when in swim mode so that they cannot rotate, and once the swim mode activation message is released, the one or more propellers 13a, 13b are allowed to rotate after the lower portion 21 has rotated to its intended position.

[0039] The drive unit 3 may also comprise one or more unit sensors 25 configured to detect the position of the lower part 21 of the drive unit 3 and / or the position of the one or more propellers 13a, 13b. The one or more unit sensors 25 may be configured to detect a height position of the drive unit 3. Furthermore, the one or more unit sensors 25 are operatively connected to the control unit 23. Thus, the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the one or more unit sensors 25.

[0040] In Fig. 5 the propulsion control system 1 of Fig. 1 is shown in a top view. The first and second propellers 13a, 13b are arranged in a push position facing aft as described in relation to Fig. 1. The automatically generated activation message may also be based on sensor data obtained from one or more sensor(s) 24. Furthermore, the one or more sensor(s) may be configured to detect one or more condition(s) of the vessel, the drive unit and / or the vessel's surroundings. The control unit 23 is operatively connected to the one or more sensors 24.

[0041] The one or more conditions of the vessel 100 may be vessel load, vessel movement, vessel trim, components on the vessel, position of the swim platform, position of the swim ladder, and the like.

[0042] The one or more conditions of the drive unit 3 may be the position of one or more propellers (steering angle), propeller rpm, trim angle, tilt angle, torque, consumption, lower position compared to upper position, height position, etc.

[0043] The surrounding conditions may be detection of people and / or objects around the vessel, depth, waves, etc.

[0044] By way of example, the control unit 23 may be configured to automatically set the drive unit 3 in a predefined operating mode based on detected conditions and / or ambient circumstances. The sensors may be speed logs, torque sensors, depth sensors, proximity sensors, positioning units, motion sensors, gate sensors, etc.

[0045] The one or more sensor(s) 24 may be configured to detect, for example, a water draft around the marine vessel 100 and initiate a shallow water / beach mode activation message based on the detected water draft. In another example, the one or more sensor(s) 24 may be configured to detect obstacles and / or humans or animals around the marine vessel 100 and initiate a swim mode activation message based on the detection. The one or more sensor(s) 24 may also be configured to detect obstacles and / or humans or animals near the one or more propellers 13a, 13b. The one or more sensors 24 are operatively connected to the control unit 23.

[0046] The one or more sensors 24 may be located on the vessel and / or on the drive unit 3. The sensor 24 may be a proximity sensor, a LiDAR sensor, a sonar sensor, a speed log, a torque sensor, and / or a depth sensor. The one or more sensors 24 may be a basic on / off switch, may sense or detect whether a gate to the swim platform is open or closed, or other mechanical parts. The one or more sensors 24 are configured to provide feedback to the control unit 23 as to which mode the control unit 23 is permitted to activate.

[0047] Additionally, the control unit 23 may be configured to emit one or more indications indicating when the swim mode is active and it is safe to swim around the drive unit 3. At least the swim mode may be associated with a green light or indication 30 located in conjunction with the swim platform 103 of the vessel 100 so that swimmers in the water and / or on the vessel 100 can see that it is safe to swim around the vessel.

[0048] The control unit 23 is also configured to issue a notification that it is safe to swim around the drive unit 3 when the lower portion 21 of the drive unit 3 has been rotated to a position in which the propeller(s) 13a, 13b are at least facing forward at a minimum of 90 degrees compared to a position in which the propeller(s) 13a, 13b are facing aft and the rotation of the propeller(s) 13a, 13b is locked.

[0049] Furthermore, LiDAR vessel sensors 40 or other proximity sensors configured to detect obstacles and / or humans may be placed around the vessel 100 to detect obstacles and / or humans around the vessel 100. In FIG. 5, LiDAR vessel sensors 40 are placed at each corner of the vessel 100. The LiDAR vessel sensors 40 are operatively connected to the control unit 23 such that the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the LiDAR vessel sensors 40. The control unit 23 may also be configured to process the detection of obstacles and / or humans and to present the detected obstacles and / or humans on a display for the operator or captain such that real-time data regarding objects around the drive unit 3 is presented to the captain.

[0050] The drive unit 3 may be an outboard motor. The motor may be an electric motor.

[0051] In Fig. 6a-6g, an example of rotating the lower part 21 is shown in a sequence. This sequence is shown in a top view and is based on the drive unit shown in Fig. 5. As an example, the position of the lower part 21, where the first and second propellers 13a, 13b are pointing aft, is set as 0 degrees. In Fig. 6a, the lower part 21 has been rotated in a clockwise direction to a position of 45 degrees compared to the position in Fig. 5. In Fig. 6b, the lower part 21 has been rotated in a clockwise direction to a position of 90 degrees compared to the position in Fig. 5. In this position, the drive unit 3 is in a swimming mode position. In Fig. 6c, the lower part 21 has been further rotated in a clockwise direction to a position of 135 degrees compared to the position in Fig. 5. In this position, the drive unit 3 is in a swimming mode position. In Fig. 6d, the lower part 21 has been further rotated in a clockwise direction to a position of 180 degrees compared to the position in Fig. 5. This is the same position as shown in Fig. 4, where the drive unit 3 is in a swimming mode position. In Fig. 6e, the lower part 21 has been rotated further in the clockwise direction to a position of 225 degrees compared to the position in Fig. 5. In this position, the drive unit 3 is in the swimming mode position. In Fig. 6f, the lower part 21 has been rotated further in the clockwise direction to a position of 270 degrees compared to the position in Fig. 5. In this position, the drive unit 3 is in the swimming mode position. In Fig. 6g, the lower part 21 has been rotated further in the clockwise direction to a position of 315 degrees compared to the position in Fig. 5.

[0052] In this example, the lower portion 21 rotates in a clockwise direction. In another example, the lower portion 21 may rotate in a counterclockwise direction or in both directions.

[0053] The lower portion 21 may be rotatably connected to the upper portion 20 through 360 degrees.

[0054] In Fig. 7-9, the propellers 13a, 13b are configured to be tension drives, and therefore, in normal operation, the propellers 13a, 13b pull the vessel 100. In this example, the first and second propellers 13a, 13b are positioned in front of the lower part 21, so that when they rotate, they pull the lower part 21, as seen in the example of Fig. 7. Since the first and second propellers 13a, 13b, in normal operation mode, face forward relative to the vessel 100, when the control unit 23 gets the swim mode activation message from the input unit 22, the one or more propellers 13a, 13b are locked in a position facing at least forward at a minimum 90 degrees position compared to a position in which the one or more propellers 13a, 13b face aft. Furthermore, the control unit 23 may put the drive unit 3 in a maximum draft position. The lower part 21 rotates about the axis R.

[0055] In Figure 8, the control unit 23, in response to obtaining a beach mode activation message from the input unit 22, has rotated the lower part 21 so that the propeller or propellers 13a, 13b are pointing aft relative to the vessel 100. The drive unit 3, in the example shown, has been lifted and simultaneously translated aft.

[0056] In Figure 9, the drive unit of Figure 7 is still in beach mode with the first and second propellers 13a, 13b pointing aft. In the example shown in Figure 9, the control unit 23 has caused the drive unit 3 to be at a lower draft than shown in Figure 8.

[0057] Furthermore, one of the predetermined operation modes may be a normal / high speed mode. The control unit 23 is configured to control the drive unit 3, the steering unit, and / or the tilt and trim device to set limits on the trim and steering of the drive unit 3 and set a no tilt function on the drive unit 3. When the drive unit 3 cannot be tilted, it cannot be lifted out of the water. The limits of the trim of the drive unit 3 may be set such that the trim does not exceed ±10 degrees, preferably ±5 degrees, and the rotation of the lower part 21 of the drive unit 3 may be limited to 30 degrees, compared to the neutral trim. This ensures that the operator cannot unintentionally steer the vessel.

[0058] Furthermore, one of the predetermined operating modes may be a low-speed mode, in which the control unit 23 is configured to control the drive unit 3, the steering unit, and / or the tilt and trim device such that the trim of the drive unit 3 is free and allows unlimited steering up to 360 degrees with a single drive unit arrangement. An additional drive unit may be arranged adjacent to the other drive unit, thereby obtaining a dual drive unit arrangement. The control unit 23 may be configured to rotate the lower parts 21 of the drive units 3 in opposite directions in the low-speed mode such that collision between the lower parts is avoided. This is further explained in relation to FIG. 27. Also, the control unit 23 may be configured to allow ±90 degrees rotation of the lower parts in the low-speed mode.

[0059] Further, one of the predetermined operating modes is a shallow water / beach mode, in which the control unit 23 is configured to control the drive unit 3, the steering unit and / or the tilt and trim device to allow free trim and tilt and unlimited steering up to 360 degrees, preferably ±120 degrees.

[0060] The control unit 23 may be configured to place the drive unit in a reduced draft operating mode in response to obtaining a shallow water / beach mode activation message from the input unit 22. Thus, the drive unit 3 may be moved upwards to a reduced draft position when the control unit 23 obtains the shallow water / beach mode activation message.

[0061] Additionally, the control unit 23 may be configured to issue a notification that the drive unit 3 is in shallow water / beach mode when the lower portion 21 of the drive unit 3 is rotated to a position in which the one or more propellers 13a, 13b are pointing aft relative to the vessel 100, allowing the drive unit 3 to operate the vessel in shallow water. The control unit 23 may be configured to limit the propeller thrust in shallow water / beach mode such that only a limited speed is permitted.

[0062] Furthermore, one of the predetermined operating modes is a storage mode, in which the control unit 23 is configured to control the drive unit, steering unit, and / or tilt and trim device such that the drive unit 3 is trimmed and tilted out of the water, and the control unit 23 is configured to ensure that no thrust and / or rotation of the propeller(s) occurs. Ensuring that the propellers do not turn or rotate enhances safety. The control unit 23 may also be configured to rotate the lower part 21 to a position in which the propeller(s) 13a, 13b are pointing aft relative to the vessel. This ensures that the propeller(s) are located above the water surface and growths and fouling on the propellers are minimized, thereby reducing propeller maintenance. The control unit 23 may also be configured to limit the rotation of the lower part to ±30 degrees, preferably zero degrees, in the storage mode, so that the propellers can be positioned at an angle if required.

[0063] 10 is an exemplary diagram of a propulsion control system 1 of a marine vessel 100 according to an example. The propulsion control system 1 comprises a transom bracket 2 configured to be coupled to a transom 101 of the marine vessel 100, and a drive unit 3. The drive unit 3 is arranged to be moved relative to the transom bracket 2 to move the drive unit 3 in and out of water. The drive unit 3 comprises an upper part 20 and a lower part 21, the upper part 20 being pivotable relative to the marine vessel 100, the lower part 21 being rotatably coupled to the upper part 20, the lower part 21 comprising, in this example, a first propeller 13a and a second propeller 13b. The drive unit 3 is coupled to the transom bracket 2 by a connecting arm 4 having a first pivot joint 5 coupled to the transom bracket 2 and a second pivot joint 6 coupled to the drive unit 3. The drive unit 3 is arranged to be moved in and out of the water by pivoting the articulated arm 4 about a first pivot joint 5, or by pivoting the drive unit 3 about a second pivot joint 6, or by pivoting the articulated arm 4 and the drive unit 3 about pivot joints 5, 6. This results in the drive unit 3 being able to move up and down and be trimmed.

[0064] In Figure 10, the drive unit 3 is moved rearward while being tilted upwards by rotating the connecting arm 5 about the first pivot joint 5. Furthermore, the drive unit 3 is rotated about the second pivot joint 6 of the connecting arm 4, so that a positive trim angle A of the drive unit 3 is obtained.

[0065] The drive unit 3 is configured to be moved by pivoting the linking arm 4 in a clockwise or counterclockwise direction about the first pivot joint 5, independent of any pivoting of the drive unit about the second pivot joint 6. In Figure 10 the linking arm 4 has been pivoted in the counterclockwise direction about the first pivot joint 5.

[0066] Furthermore, the drive unit 3 is configured to be moved by pivoting the drive unit in a clockwise or counterclockwise direction about the second pivot joint 6, independent of any pivoting of the articulated arm 4 about the first pivot joint 5. In Figure 10, the drive unit 3 is pivoted in the counterclockwise direction about the second pivot joint 6.

[0067] The drive unit 3 is configured to be moved by pivoting the linking arm 4 in a clockwise or counterclockwise direction about the first pivot joint 5 while the drive unit 3 is pivoted in a clockwise or counterclockwise direction about the second pivot joint 6. In FIG. 10, the linking arm 4 is pivoted in a counterclockwise direction about the first pivot joint 5 and the drive unit 3 is pivoted in a counterclockwise direction about the second pivot joint 6. Thus, the drive unit 3 may be trimmed in different trim positions by pivoting the drive unit 3 about the second pivot joint 6, and the position of the drive unit in the water is obtained by simultaneously pivoting the linking arm 4 about the first pivot joint 5. Freedom to position the drive unit 3 relative to the transom bracket 2 is obtained. Furthermore, the drive unit 3 can be translated aft as well as moved up and down relative to the transom bracket 2 while maintaining an improved thrust angle A.

[0068] In an example, the drive unit 3 comprises one or more propellers. In Fig. 10, the drive unit 3 comprises a first propeller 13a and a second propeller 13b. In this example, the first propeller 13a and the second propeller 13b are configured to push the vessel 100 in a forward motion of the vessel 100. In another example, the one or more propellers are configured to pull the vessel 100 in a forward motion of the vessel.

[0069] In FIG. 10, the first and second propellers 13a, 13b have a thrust angle A, which is indicated by the angle between the dotted line and the arrows in FIG. 10. The drive unit 3 is pivoted in a counterclockwise direction about the second pivot joint 6, resulting in a positive trim angle and thus a thrust angle A of the first and second propellers 13a, 13b. In the example, the first propeller 13a is arranged to rotate counter-rotatingly compared to the second propeller 13b. The present disclosure provides that the drive unit 3 can be freely positioned relative to the transom bracket 2, and thus the transom 101 of the vessel 100, both in rotation and also in vertical and horizontal movements.

[0070] In Fig. 10, a linear actuator 7 is arranged between the articulated arm 4 and the drive unit 3. The linear actuator 7 is configured to pivot the drive unit 3 either in a clockwise or counterclockwise direction about the second pivot joint 6, whereby the trim and thrust angles of the drive unit 3 may be set relevant to the situation. The linear actuator 7 is connected to the drive unit 3 at a distance below the second pivot joint 6 and is connected to the drive unit 3 via a drive pivot joint 12. This ensures that the linear actuator 7 transmits a force for pivoting the drive unit 3 about the second pivot joint 6.

[0071] In FIG. 11, compared to FIG. 10, the drive unit 3 is tilted further upwards by rotating the connecting arm 4 about the first pivot joint 5. Furthermore, the drive unit 3 is rotated in a counterclockwise direction about the second pivot joint 6 of the connecting arm 4, so that the thrust angle A of the first propeller 13a and the second propeller 13b is improved even when the drive unit 3 is raised to a position higher than the bottom 102 of the vessel 100. This allows the drive unit 3 to be trimmed to an optimal position regardless of operation in shallow water, since the bottom 102 of the vessel 100 protects the drive unit 3 and its propellers from impacts.

[0072] Compared to Figure 10, the linking arm 4 in Figure 11 has been pivoted further in a counterclockwise direction about the first pivot joint 5, thereby tilting the drive unit 3 upwards. The linking arm 4 is configured to be pivoted up to 200 degrees, preferably up to 180 degrees, about the first pivot point 5.

[0073] Furthermore, the drive unit 3 may be arranged to be raised out of the water at a mooring / storage position when not in use, for example when the vessel 100 is in a bay or on the beach.

[0074] In Fig. 10, the drive unit 3 is in neutral trim. The drive unit 3 is placed in its low position and the connecting arm is pivoted in a clockwise direction about the first pivot joint 5. Furthermore, the drive unit 3 is pivoted about the second pivot joint 6 of the connecting arm so that the drive unit 3 is in neutral trim, where the thrust angles of the first propeller 13a and the second propeller 13b are zero.

[0075] In Fig. 12-15, an example is shown in which several linear actuators 7 are arranged. Two linear actuators 7 are arranged next to each other and are configured to be connected at one end to the connecting arm 4 and connected at the opposite end to the drive unit. The linear actuators 7 may be hydraulic cylinders. The linear actuators 7 may be arranged to pivot the drive unit about the second pivot joint 6 by extending the cylinder or retracting the cylinder. The linear actuators 7 are part of the trim and tilt device. In Fig. 12, the connecting arm 4 is not pivoted about the first pivot joint 5 and the connecting arm 4 is located along the transom bracket 2. In Fig. 13, the connecting arm 4 is pivoted in a counterclockwise direction about the first pivot joint 5 and the connecting arm 4 protrudes from the transom bracket 2. In this example, an additional linear actuator 7' is connected at one end to the connecting arm 4 and at the opposite end to the transom bracket 2. The linear actuator 7' is arranged to pivot the connecting arm 4 about the first pivot joint 5 by withdrawing or retracting the cylinder. In FIG. 14, the cylinder is withdrawn so that the connecting arm 4 rotates in a counterclockwise direction. The additional linear actuator 7' assists in raising and lowering the connecting arm 4 and thus the drive unit. In FIG. 14, it is shown that the connecting arm 4 may have two parts arranged at a distance, whereby the additional linear actuator 7' can be arranged between the two parts. This results in a compact design of the connecting arm 4 and the transom bracket 2. As shown in FIG. 14, the first pivot joint 5 may be hollow. In FIG. 15, this example is shown in a side view. The linear actuator 7 may be longer than the additional linear actuator 7'. A hydraulic system may be arranged to power the linear actuator(s). The hydraulic system may be arranged in the drive unit or on the vessel.

[0076] In another example, a rotation motor is disposed in communication with the first pivot joint. The rotation motor is configured to rotate the linkage arm in a clockwise and counterclockwise direction about the first pivot joint. The rotation motor may also be disposed in communication with the second pivot joint. The rotation motor is configured to rotate the drive unit in a clockwise and counterclockwise direction about the second pivot joint. The rotation motor may be part of the trim and tilt device.

[0077] In FIG. 16 another example is shown. A gear unit 8 is arranged at the first pivot joint 5 and a motor or step motor 9 is arranged to power the gear unit 8. The gear unit 8 may have a different design and may be a planetary gear unit. The gear unit 8 together with a step motor is configured to rotate the linkage arm 4 clockwise and counterclockwise around the first pivot joint 5. A gear unit may also be arranged at the second pivot joint and a motor or step motor may be arranged to power the gear unit. The gear unit together with a step motor may be configured to rotate the drive unit clockwise and counterclockwise around the second pivot joint 6. In FIG. 16 two linear actuators 7 are arranged between the linkage arm 4 and the drive unit to rotate the drive unit around the second pivot joint 6. In FIG. 17 a side view of the gear unit 8 arranged in connection with the first pivot joint 8 is shown.

[0078] 18-19 another example is shown, where a swivel drive 11 is arranged in communication with the first pivot joint 5 for rotating the link arm 4 about the first pivot joint in clockwise and counterclockwise directions. Two linear actuators 7 are arranged between the link arm 4 and the drive unit for rotating the drive unit about the second pivot joint 6.

[0079] In FIG. 20 another example is shown, in which a double gear unit or double planetary gear unit 10 is arranged with individual step motors 9 in connection with the pivot joints 5,6.

[0080] In another example, the double gear unit or double planetary gear unit may be powered by a step motor.

[0081] In another example, a hydraulic radial piston motor may be disposed at the second pivot joint.

[0082] Many different combinations of rotating either the first pivot joint and / or the second pivot joint are possible according to the present disclosure.

[0083] The propulsion control system may further include a kick-up function.

[0084] The vessel propulsion control system may comprise two or more drive units 3, each drive unit 3 comprising an upper portion 20 and a lower portion 21, the upper portion 20 being pivotable relative to the vessel 100 and the lower portion 21 being rotatably coupled to the upper portion 20, the lower portion 21 comprising one or more propellers 13a, 13b. The control unit 23 is configured to rotate the lower portion 21 in response to obtaining a swim mode activation message from the input unit 22 to a position in which the one or more propellers 13a, 13b are at least pointing forward at a minimum of 90 degrees compared to a position in which the one or more propellers 13a, 13b are pointing aft. The control unit 23 may rotate each lower portion 21 in the same or opposite directions.

[0085] The propulsion control system may further include two or more transom brackets 2 configured to be coupled to a transom of the vessel, and two or more drive units 3, each drive unit 3 arranged to be moved relative to the transom bracket 2 to move the drive unit 3 in and out of the water, and each drive unit 3 coupled to the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected to the transom bracket 2 and a second pivot joint 6 connected to the drive unit 3.

[0086] Additionally, the control unit 23 may be operatively coupled to the first pivot joint, the second pivot joint, a linear actuator, a rotary motor, an electric motor, a hydraulic system, and / or a step motor.

[0087] Fig. 21 shows another view of an example. Fig. 21 shows a vessel propulsion control system 1 for a vessel 100, comprising a drive unit 3 coupled to the vessel, the drive unit 3 comprising an upper part 20 pivotally coupled to the vessel and a lower part 21 having one or more propellers 13a, 13b for providing thrust, the lower part 21 being rotatable relative to the upper part 20, an input unit 22 configured to obtain activation messages indicative of an operating mode of the drive unit 3, and a control unit 23 operatively connected to the drive unit 3 and the input unit 22 and configured to control the drive unit 3 based on the activation messages obtained from the input unit 22. and a control unit 23, the control unit 23 being configured to control the drive unit 3 in different predefined operating modes based on at least the activation message, one of the predefined operating modes being a swimming mode, in which the control unit 23 is configured to rotate the lower portion 21 of the drive unit 3 such that the one or more propellers 13a, 13b face forward at a minimum 90 degrees compared to a position in which the one or more propellers face rearward, the control unit 23 being configured to ensure that in the swimming mode no thrust and / or rotation of the one or more propellers 13a, 13b occurs. Further, in the vessel propulsion control system 1 with the tilt and trim device 50, the control unit 23 is operatively coupled to the tilt and trim device 50. An indication 30 may be arranged coupled to the swim platform 103 of the vessel 100 to be visible to swimmers in and / or on the vessel 100 that it is safe to swim around the vessel 100.

[0088] Additionally, the lower portion 21 is rotatably connected to the upper portion 20 such that rotation of the lower portion 21 allows the vessel to be steered and maneuvered.

[0089] In FIG. 22, the vessel propulsion control system 1 is arranged in the vessel 100. The drive unit 3 is a push drive unit whose propellers are adapted to push the vessel 100 under a normal operating mode. When the control unit 23 gets from the input unit 22 an activation message for putting the drive unit in a swimming operating mode, the control unit 23 controls the drive unit 3 to rotate the lower part 21 of the drive unit 3 to a position in which the one or more propellers 13a, 13b face forward at a minimum of 90 degrees compared to the position in which the one or more propellers face backward, as shown in FIG. 23. In FIG. 23, the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 22. The lower part 21 rotates about a rotation axis R.

[0090] In Fig. 24, the vessel propulsion control system 1 is placed in shallow water / beach mode after the control unit 23 gets an activation message from the input unit 21. In this example, the drive unit 3 has been raised to a reduced draft and translated aft as described above. Furthermore, a steering unit 30 is placed on the input unit 21. The steering unit 30 may be a steering actuator, steering wheel, joystick or the like for steering and maneuvering the vessel.

[0091] In FIG. 25, the vessel propulsion control system 1 is arranged in the vessel 100. The drive unit 3 is a pulling drive unit 3 whose propellers are adapted to pull the vessel 100 under normal operating mode. In this situation, the lower part 21 is arranged in a position that enables the swimming mode. When the control unit 23 gets an activation message from the input unit 22 to put the drive unit in the shallow water / beach operating mode, the control unit 23 controls the drive unit 3 to rotate the lower part 21 of the drive unit 3 to a position in which the one or more propellers 13a, 13b face aft compared to the position in which the one or more propellers face forward, as shown in FIG. 25. In FIG. 26, the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 25, so that the propellers face aft or aft. The lower part 21 rotates about a rotation axis R.

[0092] In Fig. 27 the marine vessel propulsion control system 1 is shown in a top view. The marine vessel propulsion control system 1 comprises a first drive unit 3 and a second drive unit 3, which are arranged adjacent to each other at a distance. Each drive unit 3 has an upper part 20 and a lower part 21. The lower part is rotatably connected to the upper part. In this example the control unit 23 is configured to rotate the lower parts 21 of the drive units 3 in opposite directions such that collisions between the lower parts 21 are avoided.

[0093] In Fig. 28, a vessel propulsion control system 1 for a vessel 100 is shown. The vessel propulsion control system 1 comprises a drive unit 3 coupled to the vessel, the drive unit 3 comprising an upper part 20 pivotally coupled to the vessel and a lower part 21 having one or more propellers 13 for providing thrust, the lower part 21 being rotatable about a rotation axis R relative to the upper part 20, an input unit 22 configured to receive an activation message indicative of an operation mode of the drive unit 3, and a control unit 23 operably connected to the drive unit 3 and the input unit 22, the control unit 23 being configured to control the drive unit 3 based on the activation message received from the input unit 22. and the control unit 23 is configured to control the drive unit 3 in different predefined operating modes based on at least the activation message, one of the predefined operating modes being a swimming mode, in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 such that the one or more propellers 13 face forward at a position of minimum 90 degrees compared to a position in which the one or more propellers face rearward, and the control unit 23 is configured to ensure that in the swimming mode no thrust and / or rotation of the one or more propellers 13a, 13b occurs. Further, in the vessel propulsion control system 1 comprising a tilt and trim device 50, the control unit 23 is operably coupled to the tilt and trim device 50.

[0094] The present disclosure also relates to a marine vessel 100 comprising a marine vessel propulsion control system 1 as disclosed above. The marine vessel 100 may further comprise a swim platform 103 and / or a transom 101.

[0095] FIG. 29 shows a schematic flow chart of a method for controlling a marine vessel propulsion system 1 as described above. In step 500, a marine vessel propulsion control system is provided on the marine vessel. In step 501, an activation message is obtained, which indicates a predefined operating mode of the drive unit. In step 502, the drive unit is controlled based on the activation message. In step 503, a swim mode activation message is obtained. In step 504, the lower part of the drive unit is rotated in response to obtaining the swim mode activation message, such that the one or more propellers are facing forward at a minimum of 90 degrees compared to a position in which the one or more propellers are facing backward. In step 505, it is ensured that no thrust and / or rotation of the one or more propellers occurs in the swim mode.

[0096] In another step, the activation message is an operator or captain initiated and / or automatically generated activation message.

[0097] The method of controlling the marine propulsion system 1 may further include obtaining a normal / high speed mode activation message, and in response to obtaining the normal / high speed mode activation message, setting limits on the trim and steering of the drive unit, and setting a function to prevent the drive unit from tilting.

[0098] Further limitations may be such that the trim of the drive unit does not exceed ±10 degrees, preferably ±5 degrees, compared to neutral trim, and the rotation of the lower part of the drive unit may be limited to 30 degrees.

[0099] The method of controlling the marine propulsion system 1 may further include obtaining a low speed mode activation message, and in response to obtaining the low speed mode activation message, freely setting trim of the drive unit and providing unlimited steering of up to 360 degrees of the drive unit.

[0100] The method of controlling the marine vessel propulsion system 1 may further comprise obtaining a shallow water / beach mode activation message and, in response to obtaining the shallow water / beach activation message, setting trim and tilt as free and providing unlimited steering up to 360 degrees, preferably ±120 degrees. Furthermore, a step may be provided of limiting the propeller thrust in the shallow water / beach mode such that only limited speeds are permitted. A further step may be provided of placing the drive units in a reduced draft operating mode. Also, a step may be provided of rotating the lower part to a position in which the propeller or propellers point aft relative to the marine vessel.

[0101] The method of controlling the marine vessel propulsion system 1 may further include obtaining a storage mode activation message, and in response to obtaining the storage mode activation message, moving the drive unit out of the water and ensuring that no thrust and / or rotation of the one or more propellers occurs. Further, a step of rotating the lower part to a position where the one or more propellers point aft relative to the marine vessel may be provided.

[0102] Particular aspects and variations of the present disclosure are illustrated in the following consecutively numbered examples below.

[0103] Example 1: A vessel propulsion control system (1) for a vessel (100), a drive unit (3) adapted to be coupled to the vessel (100), the drive unit (3) comprising an upper part (20) pivotally coupled to the vessel (100) and a lower part (21) having one or more propellers (13a, 13b) for providing thrust, the lower part (21) being rotatable relative to the upper part (20); an input unit (22) configured to receive a start-up message indicative of an operating mode of the drive unit (3); a control unit (23) operatively connected to the drive unit (3) and the input unit (22), the control unit (23) being configured to control the drive unit (3) based on the activation message obtained from the input unit (22); Equipped with the control unit (23) is configured to control the drive unit (3) within different predefined operating modes based at least on the activation message, one of the predetermined operating modes is a swimming mode, in which the control unit (23) is configured to rotate the lower part (21) of the drive unit (3) such that the one or more propellers (13a, 13b) face forward at a position of at least 90 degrees compared to a position in which the one or more propellers face backwards; the control unit (23) is configured to ensure that in the swimming mode no thrust and / or rotation of the one or more propellers (13a, 13b) is generated. The ship propulsion control system (1).

[0104] Example 2: The ship propulsion control system (1) according to Example 1, wherein the activation message is an activation message activated by an operator or captain and / or automatically generated.

[0105] Example 3: The marine vessel propulsion control system (1) of example 1, wherein the control unit (23) is configured to lower the drive unit (3) to its bottommost position in the swimming mode.

[0106] Example 4: The vessel propulsion control system (1) of Examples 1 and / or 3, wherein the drive unit (3) is locked in the swim mode until a swim mode activation message is released by the operator or the captain.

[0107] Example 5: The marine vessel propulsion control system (1) as described in Example 4, wherein the drive unit (3) is configured to be initiated with a special confirmation action when in swimming mode, such as unlocking with a physical or digital key.

[0108] Example 6: The vessel propulsion control system (1) of Example 4, wherein when the swimming mode activation message is released, the lower portion (21) rotates to an intended position before the one or more propellers (13a, 13b) are able to rotate.

[0109] Example 7: A vessel propulsion control system (1) according to any of the preceding examples, wherein the operator or the master activates the activation message on the input unit (22).

[0110] Example 8: A ship propulsion control system (1) described in any of Examples 1 to 6, wherein the automatically generated activation message is sensor data obtained from one or more sensors (24, 25, 40).

[0111] Example 9: A vessel propulsion control system (1) as described in any of Examples 1 to 8, further comprising one or more sensor(s) (24, 25, 40), the one or more sensors configured to detect one or more condition(s) of the vessel (100), the drive unit (3), and / or the surrounding conditions of the vessel.

[0112] Example 10: A vessel propulsion control system (1) as described in Example 9, wherein the control unit (23) is operatively coupled to the one or more sensors (24, 25, 40).

[0113] Example 11: A vessel propulsion control system (1) as described in Examples 9 and / or 10, wherein the one or more conditions of the vessel (100) are load, movement, components on the vessel, position of a swim platform, position of a swim ladder, etc.

[0114] Example 12: A ship propulsion control system (1) described in any of Examples 9 to 11, wherein the one or more conditions of the drive unit (3) are the position (steering angle) of the one or more propellers, the rpm of the propellers, the trim angle, the tilt angle, the torque, the consumption, the position of the lower part compared to the upper part, the height position, etc.

[0115] Example 13: A ship propulsion control system (1) described in any one of Examples 9 to 12, wherein the surrounding conditions are detection of humans and / or objects around the ship (100), depth, waves, the direction of the waves, etc.

[0116] Example 14: A ship propulsion control system (1) described in any of Examples 9 to 13, wherein the control unit (23) is configured to automatically set the drive unit (3) to a predetermined operating mode based on the detected conditions and / or ambient circumstances.

[0117] Example 15: A ship propulsion control system (1) as described in Example 9, wherein the sensors (24, 25, 40) are speed logs, torque sensors, depth sensors, proximity sensors, positioning units, movement sensors, switch sensors, gate sensors, etc.

[0118] Example 16: A vessel propulsion control system (1) as described in any one of Examples 1 to 15, further comprising a tilt and trim device (7, 50), the control unit (23) being operatively connected to the tilt and trim device.

[0119] Example 17: A vessel propulsion control system (1) as described in Example 16, wherein the control unit (23) is configured to automatically set the drive unit (3) to a predetermined operating mode based on the inclination and / or trim of the drive unit.

[0120] Example 18: The vessel propulsion control system (1) according to any one of Examples 1 to 17, wherein the one or more propellers (13a, 13b) are configured to be push driven.

[0121] Example 19: The vessel propulsion control system (1) according to any one of Examples 1 to 17, wherein the one or more propellers (13a, 13b) are configured to be tension driven.

[0122] Example 20: A ship propulsion control system (1) described in any of Examples 1 to 19, wherein one of the predetermined operating modes is a normal / high speed mode, and in this normal / high speed mode, the control unit (23) is configured to control the drive unit (3), the steering angle (30), and / or the tilt and trim device (7, 50) so as to set limits on the trim and steering of the drive unit (3) and to set a function such that the drive unit (3) does not tilt.

[0123] Example 21: A ship propulsion control system (1) as described in Example 20, wherein the limitations are that the trim of the drive unit does not exceed ±10 degrees, preferably ±5 degrees, compared to neutral trim, and that the rotation of the lower part (21) of the drive unit (3) is limited to 30 degrees.

[0124] Example 22: A ship propulsion control system (1) as described in any of Examples 1 to 21, wherein one of the predetermined operating modes is a low speed mode, and in this low speed mode, the control unit (23) is configured to control the drive unit (3), the steering angle (30), and / or the tilt and trim device (7, 50) so that the trim of the drive unit (3) is free and unlimited steering of up to 360 degrees is possible.

[0125] Example 23: The marine vessel propulsion control system (1) of Example 22, further comprising an additional drive unit arranged adjacent to the other drive unit, thereby resulting in a dual drive unit arrangement.

[0126] Example 24: The vessel propulsion control system (1) of Example 23, wherein the control unit (23) is configured to rotate the lower portions of the drive units in opposite directions in the low speed mode to avoid collision between the lower portions.

[0127] Example 25: The vessel propulsion control system (1) of Examples 23 and / or 24, wherein the control unit (23) is configured to allow rotation of the lower portion by ±90 degrees in the low speed mode.

[0128] Example 26: A vessel propulsion control system (1) as described in any of Examples 1 to 25, wherein one of the predetermined operating modes is a shallow water / beach mode, in which the control unit (23) is configured to control the drive unit (3), the steering unit (30), and / or the tilt and trim device (7, 30) so that the trim and tilt are free and unlimited steering of up to 360 degrees, preferably ±120 degrees.

[0129] Example 27: A vessel propulsion control system (1) as described in Example 26, wherein the control unit (23) is configured to limit the thrust of the propellers (13a, 13b) so that only limited speeds are permitted in the shallow water / beach mode.

[0130] Example 28: The vessel propulsion control system (1) of Examples 26 and / or 27, wherein the control unit (23) is configured to rotate the lower parts (21) of the drive units in opposite directions in the shallow water / beach mode to avoid collision between the lower parts.

[0131] Example 29: A vessel propulsion control system (1) described in any of Examples 26 to 28, wherein the control unit (23) is configured to place the drive unit (3) in a draft reduction operating mode in response to obtaining a shallow water / beach mode activation message from the input unit (22).

[0132] Example 30: A ship propulsion control system (1) described in any of Examples 1 to 29, wherein one of the predetermined operating modes is a storage mode, in which the control unit (23) is configured to control the drive unit (3), the steering angle (30), and / or the tilt and trim device (7, 50) so that the drive unit (3) is out of the water and trimmed and tilted, and the control unit (23) is configured to ensure that thrust and / or rotation of the one or more propellers (13a, 13b) is not generated.

[0133] Example 31: A vessel propulsion control system (1) as described in Example 30, wherein the control unit (23) is configured to limit rotation of the lower portion to ±30 degrees, preferably zero degrees, in the storage mode.

[0134] Example 32: A vessel propulsion control system (1) as described in any of Examples 1 to 31, wherein the control unit (23) is configured to issue a notification that it is safe to swim around the drive unit (3) when the lower part (21) of the drive unit (3) has been rotated to a position in which the one or more propellers (13a, 13b) are at least facing forward at a position of a minimum of 90 degrees compared to a position in which the one or more propellers are facing aft, and the one or more propellers are locked.

[0135] Example 33: A ship propulsion control system (1) as described in Example 9, wherein the drive unit (3) is provided with one or more unit sensors (25) configured to detect the position of the lower part (21) of the drive unit (3) and / or the position of the one or more propellers (13a, 13b).

[0136] Example 34: A vessel propulsion control system (1) as described in Example 9, wherein the one or more sensors (24) detect a draft around the vessel and initiate the shallow water / beach mode activation message based on the detected draft.

[0137] Example 35: A vessel propulsion control system (1) as described in Example 9, wherein the one or more sensors (24, 40) are configured to detect obstacles and / or humans or animals around the vessel (100) and activate the swimming mode activation message based on the detection.

[0138] Example 36: A ship propulsion control system (1) as described in Example 9, wherein the one or more sensors (24, 40) are configured to detect obstacles and / or humans or animals in the vicinity of the one or more propellers (13a, 13b).

[0139] Example 37: A vessel propulsion control system (1) described in any of Examples 9 to 36, wherein the one or more sensors (24, 25, 40) are operatively connected to the control unit (23).

[0140] Example 38: A marine propulsion control system (1) described in any of Examples 9 to 37, wherein the sensor (24, 25, 40) is a proximity sensor, a LiDAR sensor, a sonar sensor, a speed log, a torque sensor, a depth sensor, a power consumption sensor, a basic on / off switch sensor, a gate sensor, or the like.

[0141] Example 39: A vessel propulsion control system (1) described in any of Examples 1 to 38, wherein the control unit (23) is configured to issue a notification that the drive unit (3) is in the shallow water / beach mode when the lower part (21) of the drive unit (3) is rotated to a position in which the one or more propellers face aft relative to the vessel, thereby enabling the drive unit to operate the vessel in shallow water.

[0142] Example 40: A marine vessel propulsion control system (1) described in any of Examples 1 to 39, wherein the control unit (23) is configured to emit one or more indications indicating that the swimming mode is active and it is safe to swim around the drive unit (3).

[0143] Example 41: The vessel propulsion control system (1) described in any one of Examples 1 to 40, wherein at least the swimming mode is associated with a green light disposed in connection with a swimming platform of the vessel.

[0144] Example 42: A vessel propulsion control system (1) described in any of Examples 1 to 41, wherein a LiDAR vessel sensor (40) is positioned around the vessel to detect obstacles and / or people around the vessel.

[0145] Example 43: A vessel propulsion control system (1) as described in Example 42, wherein the LiDAR vessel sensor (40) is operatively connected to the control unit (23).

[0146] Example 44: A ship propulsion control system (1) as described in Example 43, wherein the control unit (23) is configured to process the detection of obstacles and / or humans and present the detected obstacles and / or humans on a display for the operator or captain.

[0147] Example 45: The marine vessel propulsion control system (1) according to any one of Examples 1 to 44, wherein the drive unit (3) is an outboard motor or an outboard drive.

[0148] Example 46: A marine propulsion control system as described in Example 45, wherein the motor is an electric motor.

[0149] Example 47: The vessel propulsion control system (1) according to any one of Examples 1 to 46, wherein the drive unit (3) is connected to a transom (101) of the vessel via a transom bracket (2).

[0150] Example 48: The ship propulsion control system (1) described in Example 47, wherein the drive unit (3) is arranged to be moved relative to the transom bracket (2) to move the drive unit (3) in and out of the water, the drive unit (3) is connected to the transom bracket (2) via a connecting arm (4) having a first pivot joint (5) connected to the transom bracket (2) and a second pivot joint (6) connected to the drive unit (3), and the drive unit (3) is configured to be moved in and out of the water by the connecting arm (4) pivoting about the first pivot joint (5), or by the drive unit (3) pivoting about the second pivot joint (6), or by the connecting arm (4) and the drive unit (3) pivoting about both pivot joints (5, 6).

[0151] Example 49: The marine vessel propulsion control system (1) of Example 48, wherein the drive unit (3) is configured such that the connecting arm (4) is moved by pivoting in a clockwise or counterclockwise direction about the first pivot joint (5) independent of any pivoting of the drive unit (3) about the second pivot joint (6).

[0152] Example 50: The marine vessel propulsion control system (1) described in Example 48, wherein the drive unit (3) is configured to be moved by pivoting the drive unit (3) in a clockwise or counterclockwise direction about the second pivot joint (6) independent of any pivoting of the connecting arm (4) about the first pivot joint (5).

[0153] Example 51: The ship propulsion control system (1) described in Example 48, wherein the drive unit (3) is configured to be moved by pivoting the connecting arm (4) in a clockwise or counterclockwise direction about the first pivot joint (5) while the drive unit (3) is pivoted in a clockwise or counterclockwise direction about the second pivot joint (6).

[0154] Example 52: A vessel propulsion control system (1) as described in any of Examples 48 to 51, wherein a rotary motor is arranged at the first pivot joint (5) and / or at the second pivot joint (6).

[0155] Example 53: A ship propulsion control system (1) described in any of Examples 48 to 52, wherein a linear actuator (7) is arranged between the transom bracket (2) and the connecting arm (4), or between the connecting arm (4) and the drive unit (3).

[0156] Example 54: A ship propulsion control system (1) described in any of Examples 48 to 53, wherein a plurality of linear actuators (7) are arranged between the transom bracket (2) and the connecting arm (4), or between the connecting arm (4) and the drive unit (3).

[0157] Example 55: A vessel propulsion control system (1) described in any of Examples 53 to 54, wherein a hydraulic system is arranged to supply power to the linear actuator(s) (7).

[0158] Example 56: A ship propulsion control system (1) described in any of Examples 52 to 55, wherein the rotary motor and the linear actuator(s) (7) are configured to pivot the connecting arm (4) about the first pivot joint (5) and / or the drive unit (3) about the second pivot joint (6).

[0159] Example 57: A vessel propulsion control system (1) as described in Example 48, wherein a gear unit (8) is arranged at the first pivot joint (5) and / or at the second pivot joint (6).

[0160] Example 58: A marine propulsion control system (1) as described in Example 57, wherein the gear unit (8) is a planetary gear unit arranged at the first pivot joint (5) and / or at the second pivot joint (6).

[0161] Example 59: A ship propulsion control system (1) as described in Example 57, wherein a motor or step motor (9) is arranged to power the gear unit and / or the planetary gear unit.

[0162] Example 60: A ship propulsion control system (1) described in any of Examples 57 to 59, wherein the gear unit and / or the planetary gear unit and / or the linear actuator(s) are configured to move the drive unit (3) by pivoting the connecting arm (4) about the first pivot joint (5) and / or by pivoting the drive unit (3) about the second pivot joint (6).

[0163] Example 61: A marine vessel propulsion control system (1) described in any of the preceding examples, wherein the control unit (23) is operably connected to the drive unit (3), the first pivot joint (5), the second pivot joint (6), the linear actuator (7), the rotary motor (9), the electric motor, the hydraulic system, and / or the step motor.

[0164] Example 62: The vessel propulsion control system (1) according to any one of Examples 1 to 61, wherein the lower part (21) is rotatably connected to the upper part (20) over 360 degrees.

[0165] Example 63: A ship propulsion control system (1) described in any of Examples 1 to 62, further comprising two or more drive units (3), each drive unit (3) comprising an upper part (20) and a lower part (21), the upper part (20) being pivotable relative to the ship (100), the lower part (21) being rotatably connected to the upper part (20), and the lower part (21) comprising one or more propellers (13a, 13b).

[0166] Example 64: A vessel propulsion control system (1) as described in Example 63, wherein the control unit (23) is configured to rotate each lower portion (21) in the same or opposite directions.

[0167] Example 65: A ship (100) equipped with the ship propulsion control system (1) according to any one of Examples 1 to 64.

[0168] Example 66: The vessel (100) of example 65, further comprising a swim platform (103).

[0169] Example 67: The vessel (100) of example 65 and / or 66, further comprising a transom (101).

[0170] Example 68: A method for operating the marine vessel propulsion control system (1) according to any one of Examples 1 to 64, comprising: A vessel propulsion control system (1) according to any one of the first to sixth embodiments is provided in a vessel (100); obtaining a start-up message indicating a predetermined operating mode of the drive unit (3); Controlling the drive unit (3) based on the wake-up message; Obtaining a swim mode activation message; in response to receiving a swim mode activation message, rotating the lower portion (21) of the drive unit (3) such that the one or more propellers (13a, 13b) face forward at a position of at least 90 degrees compared to a position in which the one or more propellers face rearward; ensuring that no thrust and / or rotation of said one or more propellers (13a, 13b) occurs in said swimming mode; The method comprising:

[0171] Example 69: The method described in Example 68, wherein the activation message is activated by an operator or captain and / or is an automatically generated activation message.

[0172] Example 70: Obtaining a normal / fast mode start-up message; setting limits on the trim and steering of the drive unit (3) in response to obtaining a normal / high speed mode activation message; Setting a non-tilting function on the drive unit (3); The method of Example 68 and / or 69, further comprising:

[0173] Example 71: The method described in Example 70, wherein the limitations are that the trim of the drive unit (3) does not exceed ±10 degrees, preferably ±5 degrees, compared to neutral trim, and that the rotation of the lower part (21) of the drive unit (3) is limited to 30 degrees.

[0174] Example 72: Obtaining a slow mode start message; in response to obtaining the low speed mode activation message, freely setting the trim of the drive unit (3); Providing unlimited steering of the drive unit (3) up to 360 degrees; The method according to any one of Examples 68 to 71, further comprising:

[0175] Example 73: Obtaining a shallow / beach mode activation message; in response to obtaining the shallow / beach activation message, setting the trim and list freely; Providing unlimited steering up to 360 degrees, preferably ±120 degrees; The method according to any one of Examples 68 to 72, further comprising:

[0176] Example 74: The method described in Example 73, further comprising limiting the thrust of the propellers (13a, 13b) such that in the shallow water / beach mode, only a limited speed is permitted.

[0177] Example 75: The method according to examples 73-74, further comprising placing the drive unit (3) in a reduced draft operating mode.

[0178] Example 76: The method of any one of Examples 73-75, further comprising rotating the lower portion (21) to a position in which the one or more propellers (13a, 13b) face aft relative to the vessel.

[0179] Example 77: Obtaining a storage mode activation message; in response to obtaining the storage mode activation message, taking the drive unit out of the water; ensuring that no thrust and / or rotation of said one or more propellers (13a, 13b) occurs; The method according to any one of Examples 68 to 76, further comprising:

[0180] Example 78: The method of example 77, further comprising rotating the lower portion (21) to a position in which the one or more propellers (13a, 13b) face aft relative to the vessel.

[0181] Example 79: A vessel propulsion control system as described in Example 26, wherein the control unit (23) is configured to rotate the lower portion (21) to a position in which the one or more propellers (13a, 13b) face aft relative to the vessel.

[0182] Example 80: A vessel propulsion control system as described in Example 30, wherein the control unit (23) is configured to rotate the lower portion (21) to a position in which the one or more propellers (13a, 13b) face aft relative to the vessel.

[0183] The terminology used herein is for the purpose of describing particular aspects only and is not intended to limit the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be understood that the terms "comprises", "comprising", "includes" and / or "including" as used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0184] Terms such as first, second, etc. may be used herein to describe various elements, but it will be understood that these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element, without departing from the scope of the present disclosure.

[0185] Relative terms such as "lower" or "upper" or "top" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of an element to another element depicted in the figures. It will be understood that these terms, and those discussed above, are intended to encompass different orientations of the device in addition to the orientation depicted in the figures. When an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0186] Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by those skilled in the art to which this disclosure belongs. It will be further understood that the terms used herein should be interpreted to have a meaning consistent with their meaning in the context of the present specification and related art, and that idealized or overly formal meanings are not to be interpreted unless expressly defined as such herein.

[0187] Of course, the present disclosure is not limited to the embodiments described above and shown in the drawings, but rather, as will be appreciated by those skilled in the art, many variations and modifications may be made within the scope of the present disclosure and the appended claims. The embodiments disclosed in the drawings and specification are for illustrative purposes only and not for purposes of limitation, the scope of the present disclosure being set forth in the following claims.

Claims

1. A vessel propulsion control system (1) for a vessel (100), comprising: a drive unit (3) adapted to be coupled to the vessel, the drive unit (3) comprising an upper part (20) pivotally coupled to the vessel and a lower part (21) having one or more propellers (13a, 13b) for providing thrust, the lower part (21) being rotatable relative to the upper part (20); an input unit (22) configured to receive a start-up message indicative of an operating mode of the drive unit (3); a control unit (23) operatively connected to the drive unit (3) and the input unit (22), the control unit (23) being configured to control the drive unit (3) based on the activation message obtained from the input unit (22); Equipped with the control unit (23) being configured to control the drive unit (3) within different predefined operating modes based at least on the activation message, one of the predetermined operating modes is a swimming mode, in which the control unit (23) is configured to rotate the lower part (21) of the drive unit (3) such that the one or more propellers (13a, 13b) face forward at a minimum of 90 degrees compared to a position in which the one or more propellers (13a, 13b) face backwards; the control unit (23) is configured to ensure that no thrust and / or rotation of the one or more propellers (13a, 13b) occurs in the swimming mode. The ship propulsion control system (1).

2. 2. The vessel propulsion control system (1) of claim 1, further comprising a tilt and trim device (7, 50), said control unit (23) being operatively connected to said tilt and trim device.

3. A ship propulsion control system (1) according to any of claims 1 to 2, wherein said activation message is an operator or master initiated and / or automatically generated activation message.

4. A marine vessel propulsion control system (1) according to any of claims 1 to 3, wherein the automatically generated activation message is sensor data obtained from one or more sensors (24).

5. 5. A vessel propulsion control system (1) according to any of claims 1 to 4, further comprising one or more sensors (24), the one or more sensors (24) configured to detect one or more conditions of the vessel, the drive unit, and / or an ambient condition of the vessel.

6. The vessel propulsion control system (1) of claim 5, wherein the one or more conditions of the vessel (100) are load, movement, components on the vessel, position of a swim platform, position of a swim ladder, or the like.

7. 7. The ship propulsion control system (1) according to claim 5 and / or 6, wherein the one or more conditions of the drive unit (3) are the position (steering angle) of the one or more propellers, the rpm of the propellers, the trim angle, the tilt angle, the torque, the consumption, the position of the lower part compared to the upper part, the height position, etc.

8. A vessel propulsion control system (1) according to any of claims 5 to 7, wherein the surrounding conditions are detection of humans and / or objects around the vessel (100), depth, waves, direction of the waves, etc.

9. 9. A ship propulsion control system (1) according to any of claims 1 to 8, wherein one of the predetermined operating modes is a normal / high speed mode, in which the control unit (23) is configured to control the drive unit (3), the steering angle (30) and / or the tilt and trim device to set limits on the trim and steering of the drive unit and to set a no tilt function for the drive unit.

10. 10. A ship propulsion control system (1) as claimed in claim 9, wherein the limitations are that the trim of the drive unit (3) does not exceed ±10 degrees compared to neutral trim, preferably does not exceed ±5 degrees, and that the rotation of the lower part (21) of the drive unit (3) is limited to 30 degrees.

11. 11. A vessel propulsion control system (1) according to any of claims 1 to 10, wherein one of the predetermined operating modes is a low speed mode, in which the control unit (23) is configured to control the drive unit (3), the steering angle (30) and / or the tilt and trim device such that the trim of the drive unit is free and allows unlimited steering of up to 360 degrees.

12. A vessel propulsion control system (1) according to any of claims 1 to 10, wherein one of the predetermined operating modes is a shallow water / beach mode, in which the control unit (23) is configured to control the drive unit (3), the steering unit and / or the tilt and trim device to allow unlimited steering up to 360 degrees, preferably ±120 degrees, with the trim and tilt being free.

13. 13. A vessel propulsion control system (1) according to claim 12, wherein the control unit (23) is configured to rotate the lower part (21) to a position where the one or more propellers (13a, 13b) point aft with respect to the vessel.

14. A vessel propulsion control system (1) according to any of claims 1 to 13, wherein one of the predetermined operating modes is a storage mode, in which the control unit (23) is configured to control the drive unit (3), the steering unit and / or the tilt and trim device such that the drive unit leaves the water, trims and tilts, and the control unit is configured to ensure that no thrust and / or rotation is generated by the one or more propellers (13a, 13b).

15. 15. A vessel propulsion control system (1) according to claim 14, wherein the control unit (23) is configured to rotate the lower part (21) to a position where the one or more propellers (13a, 13b) point aft with respect to the vessel.

16. A vessel (100) comprising a vessel propulsion control system (1) according to any one of the preceding claims.

17. A method of operating a marine vessel propulsion control system (1) according to any one of the preceding claims, comprising the steps of: Providing on a vessel (100) a vessel propulsion control system (1) according to any one of claims 1 to 15; obtaining a start-up message indicating a predetermined operating mode of the drive unit (3); controlling the drive unit (3) based on the wake-up message; Obtaining a swim mode activation message; in response to receiving the swim mode activation message, rotating the lower portion of the drive unit such that the one or more propellers are facing forward at a minimum of 90 degrees compared to a position in which the one or more propellers are facing rearward; ensuring that no thrust and / or rotation of the one or more propellers occurs in the swimming mode; The method comprising:

18. Obtaining a normal / fast mode startup message; setting limits on the trim and steering of the drive unit in response to obtaining the normal / high speed mode activation message; Setting a function that the drive unit does not tilt; 20. The method of claim 17, further comprising:

19. Obtaining a slow mode startup message; in response to obtaining the low speed mode activation message, setting the trim of the drive unit (3) freely; Providing unlimited steering of the drive unit (3) up to 360 degrees; 20. The method of claim 17, further comprising:

20. Obtaining a shallow / beach mode activation message; setting said trim and list freely in response to obtaining said shallow / beach activation message; Providing unlimited steering up to 360 degrees, preferably ±120 degrees; 20. The method of claim 17, further comprising:

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