Vessel propulsion system

Abstract

To provide a vessel propulsion system optimizing energy consumption at same vessel speed and capable of being reduced.SOLUTION: A vessel propulsion system includes: an electric motor for providing torque and rotational speed with the torque and rotational velocity being motor data for the electric motor; a drive unit to be pivotable relative to a vessel and powered by an electric motor; a trim device composed to adjust a trim angle of the drive unit; and a control unit coupled to be capable of acting with the electric motor and the trim device and composed to receive motor data from the electric motor and receive trim data from the trim device and has a processing circuit for comparing the motor data and the trim data, and the control unit is composed to actively adjust the trim angle of the drive unit based on the motor data.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure generally relates to propulsion systems. In a specific aspect, the present disclosure relates to a marine propulsion system for a ship. The present disclosure can be applied to ships such as watercraft, motorboats, workboats, sports vessels, boats, and ships. Although the present disclosure may be described with respect to a specific ship, the present disclosure is not limited to a specific ship either.

Background Art

[0002] A drive unit having one or more propellers can be trimmed at various trim angles. The trim angle is currently adjusted manually or by pre-set conditions. In many cases, the ship's operator sets the trim angle from the perspective of preference rather than from the perspective of optimization. Since the conditions and environments applied to the ship change, the pre-set trim angle conditions may or may not be sufficient.

Summary of the Invention

Problems to be Solved by the Invention

[0003] Many prior art solutions may function well from the perspective of trimming the drive unit, but there is still room for improvement, for example, from the perspectives of design, control, and reliability under various navigation conditions of the ship.

Means for Solving the Problems

[0004] According to a first aspect of the present disclosure, a marine propulsion system for a ship having a ship speed includes an electric motor that provides torque and rotational speed, the torque and rotational speed being motor data of the electric motor, a drive unit pivotally configured with respect to the ship, the drive unit being powered by the electric motor, a trim device configured to adjust the trim angle of the drive unit, A control unit operably coupled to the electric motor and the trim device, the control unit being configured to receive motor data from the electric motor and trim data from the trim device, and including a processing circuit configured to compare the motor data with the trim data; comprising; The control unit is configured to actively adjust the trim angle of the drive unit based on the motor data, whereby the energy consumption of the electric motor at the same ship speed can be optimized regardless of the state of the ship.

[0005] A first aspect of the present disclosure may aim to provide a solution to the drawbacks mentioned in the background art by trimming the drive unit manually or according to pre-set conditional states. Technical advantages may include optimizing the trim angle of the drive unit so as to reduce the required propulsion energy at the same ship speed. By enabling the system to adjust the trim angle according to the energy consumption of the electric motor, the energy consumption at the same ship speed can be optimized and reduced.

[0006] Optionally, in some examples including at least one preferred example, the control unit is configured to adjust the torque and / or rotational speed of the electric motor. Technical advantages may include that the energy consumption can be reduced and optimized under various conditions of the ship.

[0007] Optionally, in some examples including at least one preferred example, the motor data includes energy consumption data related to the energy consumption of the electric motor. Technical advantages may include that the energy consumption of the electric motor is monitored and compared with various trim angles, whereby the energy consumption can be optimized.

[0008] Optionally, in some examples including at least one preferred example, it further comprises a power source for supplying energy to the electric motor.

[0009] Optionally, in some examples including at least one preferred example, it further comprises a positioning unit such as GPS and / or a speed log or speed reading device. The technical advantage may include that the ship speed can be used in relation to the optimization of energy consumption by comparing the ship speed with motor data and trim data.

[0010] Optionally, in some examples including at least one preferred example, the ship speed is substantially maintained by adjusting the torque and / or rotational speed of the electric motor each time the trim angle is iterated (repeatedly adjusted). The technical advantage may include that an optimal trim angle can be determined by keeping the ship speed constant during iteration (repeated adjustment).

[0011] Optionally, in some examples including at least one preferred example, the energy consumption is maintained each time the trim angle is iterated to obtain a higher ship speed with the same energy consumption. The technical advantage may include that the system maintains the energy consumption constant and the trim angle of the drive unit is optimized to obtain the maximum speed of the ship with the same energy consumption.

[0012] Optionally, in some examples including at least one preferred example, it further comprises a detector unit configured to detect the operation and movement of the ship. The technical advantage may include that the movement of the ship can be detected.

[0013] Optionally, in some examples including at least one preferred example, the control unit is operably connected to the detector unit and the control unit is configured to control and adjust the ship speed in relation to the operation and movement of the ship. The technical advantage may include that the movement of the ship can also be used to optimize the trim angle of the drive unit, thereby optimizing and reducing energy consumption.

[0014] Optionally, in some examples including at least one preferred example, the system further comprises a data storage unit. The technical advantage may include that the repeated trim angles can be stored together with other data under various sailing conditions.

[0015] Optionally, in some examples including at least one preferred example, the control unit is operably coupled to the data storage unit and is configured to store the latest optimized trim angle and / or the most common optimized trim angle of the ship at a specific speed, and improve the control loop by narrowing the range of iterations over time. The technical advantage may include that the controllability of the trim angle can be improved. Further, by storing the normal or most common optimized trim angle of the ship at a specific speed, the control unit can detect anomalies. For example, when the latest data is stored, it may be data from an abnormal situation, such as a heavily loaded ship, which may cause the normal load condition of the ship to be abnormal next time. Such a situation can be avoided by storing the most common optimized trim angle of the ship at a specific speed.

[0016] Optionally, in some examples including at least one preferred example, the control unit is configured to indicate an anomaly in energy consumption at a specific speed, and the anomaly in energy consumption is caused by, for example, a damaged propeller, one or more propellers that have collided with debris or obstacles in the water, marine organisms attached to the hull or propellers of the ship, unbalanced weight distribution of the ship, additional weight due to passengers / cargo, etc. The technical advantage may include that it can detect whether the propulsion system is showing a malfunction based on data under various sailing conditions, and thereby inform the captain that something is affecting the optimized energy consumption.

[0017] According to a second aspect of the present disclosure, a ship comprises a ship propulsion system as described above.

[0018] A second aspect of the present disclosure may aim to provide a solution to the drawbacks mentioned in the background art by trimming the drive unit manually or according to a pre-set condition. The technical advantage may include optimizing the trim angle of the drive unit so as to reduce the propulsion energy required at the same ship speed. By enabling the system to adjust the trim angle according to the energy consumption of the electric motor, the energy consumption at the same ship speed can be optimized and reduced.

[0019] According to a third aspect of the present disclosure, a method for optimizing the energy consumption of a ship propulsion system comprises providing motor data of an electric motor, wherein the motor data is the torque and rotational speed of the electric motor, providing trim data of a trim device, wherein the trim data is the trim angle of the drive unit, comparing the motor data with the trim data, adjusting the trim angle of the drive unit based on the motor data, whereby the energy consumption of the electric motor at the same ship speed can be optimized regardless of the state of the ship, and including.

[0020] A third aspect of the present disclosure may aim to provide a solution to the drawbacks mentioned in the background art by trimming the drive unit manually or according to a pre-set condition. The technical advantage may include optimizing the trim angle of the drive unit so as to reduce the propulsion energy required at the same ship speed. By enabling the system to adjust the trim angle according to the energy consumption of the electric motor, the energy consumption at the same ship speed can be optimized and reduced.

[0021] Optionally, in some examples including at least one preferred example, it further includes maintaining the ship speed by adjusting the torque and / or rotational speed of the electric motor each time the trim angle is repeated. The technical advantage may include that an optimal trim angle can be identified by keeping the ship speed constant during the repetition.

[0022] As will be apparent to those skilled in the art, the aspects, examples (including preferred examples), and / or appended claims of the present disclosure can be appropriately combined with each other. Additional features and advantages are disclosed in the following description, claims, and drawings, and some of them will be readily apparent to those skilled in the art from them, or will be recognized by practicing the present disclosure described herein.

Brief Description of the Drawings

[0023]

Figure 1

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Mode for Carrying Out the Invention

[0024] Embodiments will be described in more detail below with reference to the accompanying drawings.

[0025] The detailed description provided below provides technical information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the present disclosure.

[0026] FIG. 1 shows an exemplary ship propulsion system 1 according to an embodiment. The ship propulsion system 1 is arranged on a ship 100 having a ship speed. The ship propulsion system 1 includes an electric motor 15 that provides torque and rotational speed, where the torque and rotational speed are motor data of the electric motor 15, and a drive unit 3 configured to be pivotable with respect to the ship 100 and powered by the electric motor 15. In this example, the electric motor 15 is arranged as part of the drive unit 3. The ship propulsion system 1 also includes a trim device 16 configured to adjust the trim angle of the drive unit 3. The trim device is configured to move the drive unit 3 in the water to set the trim angle of the drive unit 3 according to the intended performance of the ship 100. The trim device 16 helps to optimize the performance and efficiency of the ship 100. By adjusting or setting the trim angle of the drive unit, the efficiency of the ship can be significantly improved. By finely adjusting the trim angle, it is possible to reduce the resistance and drag of the hull 102 of the ship, leading to improved power supply economy and speed. Furthermore, the trim adjustment of the drive unit may affect the handling and maneuverability of the ship. By adjusting the trim device, it is possible to optimize the trim angle to achieve better stability, cornering, and responsiveness, especially when sailing under harsh conditions or during sharp turns. Therefore, by adjusting the trim angle with the trim device 16, the performance, efficiency, and safety of the ship 100 can be optimized. Furthermore, this enables the ship's operator to adapt to various conditions and achieve the best balance among speed, stability, and energy consumption of the electric motor 15.

[0027] The ship propulsion system 1 also includes a control unit 17 operably connected to the electric motor 15 and the trim device 16. The control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim device 16. In this example, the control unit 17 is arranged on the ship 100. In other examples, the control unit 17 may be arranged within the drive unit 3. The control unit 17 includes a processing circuit 18 configured to compare the motor data with the trim data. The control unit 17 actively adjusts the trim angle of the drive unit 3 based on the motor data, whereby the energy consumption of the electric motor 15 at the same ship speed can be optimized regardless of the state of the ship 100.

[0028] Accordingly, improved efficiency is obtained by the control unit 17 actively adjusting the trim angle of the drive unit 3 based on the motor data, which also leads to significant energy savings over time and makes boat operation more cost-effective while pursuing the advantages of the electric motor.

[0029] Furthermore, the drive unit 3 includes one or more propellers. In this example, the drive unit 3 includes a first propeller 13a and a second propeller 13b. The first propeller 13a may be configured to rotate in the opposite direction compared to the second propeller 13b.

[0030] One or more propellers may be configured to push the ship 100 in the forward movement of the ship 100, as shown in this example. In another example, one or more propellers may be configured to pull the ship in the forward movement of the ship.

[0031] The ship propulsion system 1 may also include a power source 19 for supplying energy to the electric motor 15 and other parts of the ship propulsion system 1 and / or the ship 100. The power source 19 may be a battery pack. In this example, the power source is arranged on the ship 100.

[0032] The power sensor 20 can be arranged to monitor the energy consumption of the power supply 19. Also, the energy consumption sensor 21 can be arranged to monitor the energy consumption of the electric motor 15. The power sensor 20, the energy consumption sensor 21 and / or the power supply 19 can be operably connected to the control unit 17.

[0033] Furthermore, the positioning unit 22 can be arranged. The positioning unit 22 can be a global positioning system (GPS) and / or an inertial navigation system. Also, a speed log or speed reading device for providing the ship speed can be arranged. The control unit 17 is operably connected to the positioning unit 22 and / or the speed log or speed reading device.

[0034] In Figure 1, the drive unit 3 is in the neutral trim position. In Figure 2, the drive unit 3 is trimmed to the positive trim position, and in Figure 3, the drive unit 3 is trimmed to the negative trim position.

[0035] Furthermore, the control unit 17 can be configured to adjust the torque and / or rotational speed of the electric motor 15, either when not depending on the trim data or when depending on it, provided that it is related to the energy consumption at the same ship speed. In addition, the motor data can include the energy consumption of the electric motor 15.

[0036] The processing circuit 18 compares the motor data with the trim data to detect whether the energy consumption at a given speed is increasing or decreasing with respect to a predetermined energy consumption criterion for said given speed, and the processing circuit 18 is configured to send a message to the control unit 17 to adjust the trim angle of the drive unit 3 when the energy consumption is increasing or decreasing with respect to the predetermined energy consumption criterion for said given speed.

[0037] Furthermore, the processing circuit can continuously compare the motor data with the trim data until the detected energy consumption substantially equals the energy consumption criterion for the given speed.

[0038] In addition, the ship speed can be substantially maintained by adjusting the torque and / or rotational speed of the electric motor 15 each time the trim angle is repeated.

[0039] In another example, the energy consumption can be maintained each time the trim angle is repeated in order to obtain a higher ship speed with the same energy consumption. Thereby, the system is optimized to maintain the energy consumption constant and to obtain the maximum speed of the ship with the same energy consumption at the trim position of the drive unit.

[0040] The ship propulsion system 1 may further comprise a data storage unit 25. The control unit 17 is operably connected to the data storage unit 25, and the control unit 17 is configured to store the latest optimized trim angle and / or the most common optimized trim angle of the ship 100 at a specific speed, and to improve the control loop by narrowing the range of repetition over time.

[0041] Figure 4 shows the ship 100 in side view, with the drive unit 3 in the neutral trim position. The ship propulsion system 1 may further comprise a detector unit 26 configured to detect the operation and movement of the ship 100. These operations and movements can be, for example, heave, sway, surge, roll, pitch, and / or yaw movements of the ship 100. The control unit 17 is operably connected to the detector unit 26 and is configured to control and adjust the ship speed in relation to the operation and movement of the ship. Further, the system may also be configured to optimize comfort on board the ship, independent of energy consumption. In some situations, it may be appropriate to ensure suppression of pitch variations of the ship, even at the expense of some efficiency. This may be, for example, by the control unit controlling the trim device to have a smaller trim angle compared to the energy optimization point. In many situations, a small trim angle means that the bow of the ship is lowered, and more comfortable sailing is often obtained under harsh conditions.

[0042] In addition, the ship propulsion system 1 may further comprise a communication unit 28 configured to receive data on weather, current and / or wave height and their directions from an external provider. The control unit 17 is operably connected to the communication unit 28 and is configured to control and adjust the ship speed and / or the trim angle of the drive unit 3 in relation to the received data on weather, current and / or wave height and their directions.

[0043] The ship propulsion system 1 may also include a proximity sensor 27 configured to detect the environment in front of and / or to the side of the ship 100, or the ambient situation. The environment can be the waves and the wave height, direction and / or period. The control unit 17 is operably connected to the proximity sensor 27, and the control unit 17 is configured to control and adjust the ship speed and / or the trim angle of the drive unit 3 in relation to the detected ambient situation regarding the wave height and its period and their direction in front of or to the side of the ship 100. The control unit may also control the trim device during turning and maneuvering of the ship. The proximity sensor 27 can be a LiDAR sensor arranged at the bow of the ship and / or at the side of the ship so that the environment, i.e., the wave height and direction, is detected.

[0044] Furthermore, the control unit 17 can be set, for example, to avoid vibrations of the hull 102 of the ship detected by a detector unit.

[0045] Furthermore, the control unit 17 can be configured to indicate an abnormality in energy consumption at a specific speed, for example, due to a damaged propeller, one or more propellers collided with underwater debris or obstacles, marine organisms attached to the hull or propellers of the ship, unbalanced weight distribution of the ship, additional weight due to passengers / cargo, etc. By actively adjusting the trim angle of the drive unit 3 based on the motor data, the trim angle at the time of an abnormality can be observed. When an abnormality occurs, the control unit 17 can notify the captain of these abnormalities, and as a result, the captain is urged to take action.

[0046] The control unit 17 can also be configured to propose replacement of the propeller when the system indicates that the rotational speed of the propeller frequently exceeds the maximum rotational speed or does not reach the maximum rotational speed, and / or to propose a change in the weight distribution of the ship 100 when the system indicates a significant abnormality at the optimal trim angle at a specific speed.

[0047] In addition, the control unit 17 can also be configured to propose a propeller replacement if the operator / captain is steering the ship in a way different from the way assumed for the propeller of the current drive unit.

[0048] The trim device 16 can have various settings and designs. The drive unit 3 is connected to the transom of the ship via at least one pivot joint, and about that pivot joint, the drive unit 3 can rotate or pivot during trimming and / or tilting. The trim device 16 is configured to move the drive unit about the pivot joint in order to trim (adjust) the drive unit to the intended trim angle. The movement of the drive unit about the pivot joint (around the pivot joint) can be done in many ways. For example, the trim device may comprise a pneumatic or hydraulic actuator, a linear actuator, a rotary actuator. Further, a rotary motor may be arranged at the pivot joint to impart rotation. In other embodiments, the system 1 may comprise a plurality of pivot joints and the drive unit can be trimmed around them.

[0049] FIG. 5 is a diagram showing an exemplary ship propulsion system 1 of a ship 100 according to an embodiment. The ship propulsion system 1 comprises a transom bracket 2 configured to be connected to the transom 101 of the ship 100 and a drive unit 3. The drive unit 3 is arranged to move relative to the transom bracket 2 in order 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. The drive unit 3 is configured to move 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.

[0050] In FIG. 5, the drive unit 3 moves rearward in the tilted-up state by rotating the connecting arm 4 about the first pivot joint 5. The drive unit 3 is further rotated about the second pivot joint 6 of the connecting arm 4, and a positive trim angle A of the drive unit 3 is obtained.

[0051] The drive unit 3 is configured to move by pivoting the connecting arm 4 clockwise or counterclockwise about the first pivot joint 5, independent of the pivoting of the drive unit about the second pivot joint 6. In FIG. 5, the connecting arm 4 is pivoting counterclockwise about the first pivot joint 5.

[0052] Also, the drive unit 3 can be configured to move by pivoting the drive unit clockwise or counterclockwise about the second pivot joint 6, independent of the pivoting of the connecting arm 4 about the first pivot joint 5. In FIG. 5, the drive unit 3 is pivoting counterclockwise about the second pivot joint 6.

[0053] The drive unit 3 is configured to move such that the drive unit 3 pivots clockwise or counterclockwise about the second pivot joint 6 and at the same time the connecting arm 4 pivots clockwise or counterclockwise about the first pivot joint 5. In FIG. 5, the connecting arm 4 is pivoting counterclockwise about the first pivot joint 5, and the drive unit 3 is pivoting counterclockwise about the second pivot joint 6. Accordingly, the drive unit 3 may be trimmed at 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 may be obtained by simultaneously pivoting the connecting arm 4 about the first pivot joint 5. The drive unit 3 can be freely positioned relative to the transom bracket 2. Further, the drive unit 3 can move not only rearward but also vertically relative to the transom bracket 2 while maintaining an improved thrust angle A. The trim angle of the drive unit is based on an input from the control unit.

[0054] In FIG. 5, the first propeller 13a and the second propeller 13b have a thrust angle A indicated by the angle between the dotted line and the arrow in FIG. 5. The drive unit 3 pivots counterclockwise about the second pivot joint 6, thereby resulting in a positive trim angle of the first propeller 13a and the second propeller 13b and thus the thrust angle A. In the embodiment, the first propeller 13a is configured to rotate in the opposite direction to the second propeller 13b.

[0055] In Figure 5, the linear actuator 7 is disposed between the connecting arm 4 and the drive unit 3. The linear actuator 7 is configured to pivot the drive unit 3 either clockwise or counterclockwise about the second pivot joint 6, whereby the trim angle and thrust angle of the drive unit 3 can be set according to the situation. The linear actuator 7 is connected to the drive unit 3 below the second pivot joint 6 and is also connected to the drive unit 3 via the drive pivot joint 12, thereby ensuring that the linear actuator 7 transmits the force for pivoting the drive unit 3 about the second pivot joint 6.

[0056] In Figure 6, compared with Figure 5, the drive unit 3 is further tilted up by rotating the connecting arm 4 about the first pivot joint 5. Also, the drive unit 3 is rotated counterclockwise about the second pivot joint 6 of the connecting arm 4 so that even when the drive unit 3 is lifted to a position higher than the bottom 102 of the ship 100, the thrust angles A of the first propeller 13a and the second propeller 13b are improved. Thereby, the bottom 102 of the ship 100 protects the drive unit 3 and its propellers from impact, and the drive unit 3 can be trimmed to an optimal position despite navigating in shallow water.

[0057] Compared with Figure 5, the connecting arm 4 in Figure 6 is further pivoted counterclockwise about the first pivot joint 5, thereby tilting up the drive unit 3. The connecting arm 4 is configured to pivot up to 200 degrees, preferably up to 180 degrees, about the first pivot point 5.

[0058] Furthermore, the drive unit 3 can also be lifted out of the water and placed in a storage position when not in use, for example, when the ship 100 is in a bay or at a beach.

[0059] In FIG. 7, the drive unit 3 is located at the neutral trim position. The drive unit 3 is disposed at a low position, where the connecting arm is pivoted clockwise about the first pivot joint 5. Also, the drive unit 3 is pivoted about the second pivot joint 6 of the connecting arm so as to be at a neutral trim where the thrust angles of the first propeller 13a and the second propeller 13b are zero.

[0060] In FIG. 8, the drive unit 3 is pivoted clockwise about the second pivot joint 6 so as to be located at a negative trim position having a negative thrust angle A of the first propeller 13a and the second propeller 13b. In FIG. 8, the connecting arm is not pivoted about the first pivot joint 5. Therefore, the drive unit 3 is trimmed but not tilted.

[0061] In FIG. 9, the drive unit 3 is pivoted counterclockwise about the second pivot joint 6 so as to be located at a positive trim position having a positive thrust angle A of the first propeller 13a and the second propeller 13b. In FIG. 9, the connecting arm is not pivoted about the first pivot joint 5. Therefore, the drive unit 3 is trimmed but not tilted.

[0062] According to the present disclosure, it can be seen that the drive unit 3 can be freely arranged relative to the transom bracket 2 not only in the rotational direction but also in both the vertical movement and the horizontal movement.

[0063] Rotation of the connecting arm 4 about the first pivot joint 5 and rotation of the drive unit 3 about the second pivot joint 6 can be provided in various ways. FIGS. 10 to 13 show examples in which a plurality of linear actuators 7 are arranged. Two linear actuators 7 are arranged adjacent to each other and are configured such that one end is connected to the connecting arm 4 and the other end is connected to the drive unit. The linear actuator 7 can be a hydraulic cylinder. The linear actuator 7 is configured to pivot the drive unit about the second pivot joint 6 by extending or retracting the cylinder. In FIG. 10, the connecting arm 4 is not pivoting about the first pivot joint 5 and is arranged along the transom bracket 2. In FIG. 11, the connecting arm 4 is pivoting counterclockwise about the first pivot joint 5 and is protruding from the transom bracket 2. In this example, an additional linear actuator 7' has one end connected to the connecting arm 4 and the other end connected to the transom bracket 2. The linear actuator 7' is arranged to pivot the connecting arm 4 about the first pivot joint 5 by extending or retracting the cylinder. In FIG. 11, the cylinder is extended so that the connecting arm 4 rotates counterclockwise. The additional linear actuator 7' assists in raising and lowering the connecting arm 4 and thus the drive unit. In FIG. 12, it is shown that the connecting arm 4 has two parts provided at intervals and an additional linear actuator 7' may be arranged in the space between the two parts. Thereby, a compact design of the connecting arm 4 and the transom bracket 2 can be obtained. As shown in FIG. 12, the first pivot joint 5 may be hollow. FIG. 13 shows this embodiment in a side view. The linear actuator 7 may be longer than the additional linear actuator 7'. A hydraulic system may be arranged to supply power to the linear actuator(s). The hydraulic system can be arranged within the drive unit or on the ship.

[0064] In another example, a rotary motor is arranged to be connected to a first pivot joint. The rotary motor is configured to rotate the connecting arm clockwise and counterclockwise about the first pivot joint. The rotary motor may be arranged to be connected to a second pivot joint. The rotary motor is configured to rotate the drive unit clockwise and counterclockwise about the second pivot joint.

[0065] Another example is shown in FIG. 14. A gear unit 8 is arranged at a first pivot joint 5, and a motor or a stepper motor 9 is arranged to supply power to the gear unit 8. The gear unit 8 may have various designs and may be a planetary gear unit. The gear unit 8, together with the stepper motor, is configured to rotate the connecting arm 4 clockwise and counterclockwise about the first pivot joint 5. The gear unit may also be arranged at the second pivot joint, and a motor or a stepper motor may be arranged to supply power to the gear unit. The gear unit, together with the stepper motor, may be configured to rotate the drive unit clockwise and counterclockwise about the second pivot joint 6. In FIG. 14, two linear actuators 7 are arranged between the connecting arm 4 and the drive unit to rotate the drive unit about the second pivot joint 6. FIG. 15 shows a side view of the gear unit 8 arranged to be connected to the first pivot joint 5.

[0066] Another example is shown in FIGS. 16 - 17. A slewing drive 11 is arranged to be connected to the first pivot joint 5 to rotate the connecting arm 4 clockwise and counterclockwise about the first pivot joint. Two linear actuators 7 are arranged between the connecting arm 4 and the drive unit to rotate the drive unit about the second pivot joint 6.

[0067] Figure 18 shows another example where a double gear unit or a double planetary gear unit 10 is arranged together with individual stepper motors 9 connected to pivot joints 5, 6.

[0068] In another example, the double gear unit or the double planetary gear unit can be powered by a stepper motor.

[0069] In another example, a hydraulic radial piston motor may be arranged at the second pivot joint.

[0070] According to the present disclosure, many different combinations of rotating either the first pivot joint and / or the second pivot joint are possible.

[0071] The ship propulsion system may further comprise a kick-up function.

[0072] The ship propulsion system may further comprise two or more transom brackets 2 configured to be connected to the transom of the ship, and two or more drive units 3, each drive unit 3 being movably arranged relative to the transom bracket 2 for moving itself (drive unit 3) in and out of the water, and each drive unit 3 being 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.

[0073] Furthermore, the control unit may be operatively connected to the drive unit, the first pivot joint, the second pivot joint, the linear actuator, the rotary motor, the electric motor, the hydraulic system and / or the stepper motor.

[0074] FIG. 19 shows another embodiment of a marine propulsion system 1 for a ship 100. The marine propulsion system 1 includes an electric motor 15 that provides torque and rotational speed, where the torque and rotational speed are motor data of the electric motor 15, a drive unit 3 configured to be pivotable with respect to the ship 100 and powered by the electric motor 15, and a trim device 16 configured to adjust the trim angle of the drive unit 3. The trim device includes a hydraulic cylinder that is an arm with one end connected to the transom or transom bracket and the other end connected to a pivot joint. By moving the piston arm of the hydraulic cylinder, the arm is moved, which in turn moves the drive unit, thereby providing various trim angles. The marine propulsion system also includes a control unit 17 operably connected to the electric motor 15 and the trim device 16. The control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim device 16. The control unit 17 includes a processing circuit 18 configured to compare the motor data and the trim data. The control unit 17 is configured to actively adjust the trim angle of the drive unit 3 based on the motor data, thereby optimizing the energy consumption of the electric motor 15 at the same ship speed regardless of the state of the ship 100.

[0075] Figure 20 shows another embodiment of a marine propulsion system 1 for a ship 100 having a ship speed. The marine propulsion system 1 includes an electric motor 15 that provides torque and rotational speed, where the torque and rotational speed are motor data of the electric motor 15, and a drive unit 3 configured to be pivotable with respect to the ship 100, for example, rotatable about a pivot joint 5 and powered by the electric motor 15. The drive unit 3 is provided with a trim device 16 configured to adjust the trim angle of the drive unit 3, and a control unit 17 operably connected to the electric motor 15 and the trim device 16. The control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim device 16. The control unit 17 includes a processing circuit 18 configured to compare the motor data with the trim data, and actively adjust the trim angle of the drive unit 3 based on the motor data, thereby optimizing the energy consumption of the electric motor 15 at the same ship speed regardless of the state of the ship 100.

[0076] The present disclosure also relates to a ship 100 equipped with the marine propulsion system 1 described above.

[0077] Figure 21 shows a schematic flowchart of a method for controlling the marine propulsion system 1 described above.

[0078] In step 500, motor data of the electric motor is provided, and the motor data is the torque and rotational speed of the electric motor. In step 501, trim data of the trim device is provided, and the trim data is the trim angle of the drive unit. In step 502, the motor data and the trim data are compared. In step 503, the trim angle of the drive unit is actively adjusted based on the motor data, thereby optimizing the energy consumption of the electric motor at the same ship speed regardless of the state of the ship.

[0079] In another step, the torque and / or rotational speed of the electric motor 15 can be adjusted.

[0080] In yet another step, motor data and trim data are compared to detect whether the energy consumption at a given speed is increasing or decreasing with respect to a predetermined speed consumption criterion for said given speed, and if the energy consumption is increasing or decreasing with respect to the predetermined speed consumption criterion, a message for adjusting the trim angle of the drive unit may be sent to the control unit.

[0081] Furthermore, the motor data and the trim data may be compared until the detected energy consumption is substantially equal to the speed consumption criterion.

[0082] In another step, the ship speed may be substantially maintained by adjusting the torque and / or rotational speed of the electric motor each time the trim angle is repeated.

[0083] Also, the last optimized trim angle of the ship at a specific speed may be stored in the data storage unit, thereby improving the control loop by narrowing the range of iterations over time.

[0084] In addition, in one step, an anomaly in the energy consumption at a specific speed may be indicated, for example, due to a damaged propeller, one or more propellers hitting debris or obstacles in the water, marine organisms adhering to the hull or propellers of the ship, uneven weight distribution of the ship, weight increase due to passengers / cargo, etc.

[0085] Furthermore, if the system indicates that the rotational speed of the propeller frequently exceeds the maximum rotational speed or does not reach the maximum rotational speed, a propeller replacement may be proposed, and / or if the system indicates that there is a significant anomaly at the optimal trim angle at a specific speed, a change in the weight distribution of the ship may be proposed.

[0086] Also, a propeller replacement may be proposed if the operator is steering the ship in a way different from the way assumed by the current drive unit's propeller.

[0087] In another step, the torque and / or rotational speed of the electric motor can be adjusted.

[0088] In yet another step, the energy consumption of the electric motor 15 can be monitored.

[0089] Certain aspects and variations of the present disclosure are described in the embodiments numbered below.

[0090] Example 1: A ship propulsion system (1) for a ship (100) having a ship speed, comprising: An electric motor (15) that provides torque and rotational speed, the electric motor (15) wherein the torque and rotational speed are motor data of the electric motor; A drive unit (3) configured to be pivotable with respect to the ship, the drive unit (3) powered by the electric motor (15); A trim device (16) configured to adjust the trim angle of the drive unit (3); A control unit (17) operably coupled to the electric motor (15) and the trim device (16), the control unit (17) configured to receive motor data from the electric motor (15) and trim data from the trim device (16), and including a processing circuit (18) configured to compare the motor data and the trim data; Comprising: The control unit (17) is configured to actively adjust the trim angle of the drive unit (3) based on the motor data, whereby the energy consumption of the electric motor (15) at the same ship speed can be optimized regardless of the state of the ship. A ship propulsion system.

[0091] Example 2: The ship propulsion system (1) of Example 1, wherein the control unit (17) is configured to adjust the torque and / or rotational speed of the electric motor (15).

[0092] Example 3: The ship propulsion system (1) according to Example 1 or 2, wherein the motor data includes energy consumption data related to the energy consumption of the electric motor (15).

[0093] Example 4: The ship propulsion system (1) according to Example 3, wherein the processing circuit (18) compares the motor data with the trim data to detect whether the energy consumption at a given speed is increasing or decreasing with respect to a predetermined energy consumption standard for the given speed, and the processing circuit (18) is configured to send a message to the control unit (17) to adjust the trim angle of the drive unit (3) when the energy consumption is increasing or decreasing with respect to the predetermined energy consumption standard for the given speed.

[0094] Example 5: The ship propulsion system (1) according to Example 4, wherein the processing circuit (18) continuously compares the motor data with the trim data until the energy consumption substantially equals the predetermined energy consumption standard for the given speed.

[0095] Example 6: The ship propulsion system (1) according to any one of Examples 1 to 5, further comprising a power supply (19) for supplying energy to the electric motor (15).

[0096] Example 7: The ship propulsion system (1) according to Example 6, wherein a power supply sensor (20) is arranged to monitor the energy consumption of the power supply (19).

[0097] Example 8: The ship propulsion system (1) according to any one of Examples 1 to 7, wherein an energy consumption sensor (21) is arranged to monitor the energy consumption of the electric motor (15).

[0098] Example 9: The ship propulsion system (1) according to any one of Examples 1 to 8, further comprising a positioning unit (22) such as a GPS and / or a speed log or speed reading device.

[0099] Example 10: A ship propulsion system (1) according to any one of Examples 1 to 9, further comprising a depth (water depth) sensor for measuring the water depth.

[0100] Example 11: The ship propulsion system (1) according to Example 9, wherein the control unit (17) is operably connected to the positioning unit (22) and / or the speed log or speed reader.

[0101] Example 12: A ship propulsion system (1) according to any one of Examples 1 to 11, wherein the ship speed is substantially maintained by adjusting the torque and / or rotational speed of the electric motor (15) each time the trim angle is repeated.

[0102] Example 13: A ship propulsion system (1) according to any one of Examples 1 to 11, wherein the energy consumption is maintained each time the trim angle is repeated so as to obtain a higher ship speed with the same energy consumption.

[0103] Example 14: The ship propulsion system (1) according to any one of Examples 1 to 13, wherein the control unit (17) is set to avoid vibration of the hull (102) of the ship (100).

[0104] Example 15: A ship propulsion system (1) according to any one of Examples 1 to 14, further comprising a detector unit (26) configured to detect the operation and movement of the ship (100).

[0105] Example 16: The ship propulsion system (1) according to Example 15, wherein the control unit (17) is operably connected to the detector unit (26) and is configured to control and adjust the ship speed in relation to the operation and movement of the ship (100).

[0106] Example 17: A ship propulsion system (1) according to any one of Examples 1 to 16, further comprising a communication unit (28), wherein the communication unit (28) is configured to receive data on weather, current and / or wave height and their directions from an external provider.

[0107] Example 18: The ship propulsion system (1) according to Example 17, wherein the control unit (17) is operably connected to the communication unit (28) and is configured to control and adjust the ship speed and / or the trim angle of the drive unit (3) in relation to data received regarding the weather, tidal current and / or wave height and their directions.

[0108] Example 19: The ship propulsion system (1) according to any one of Examples 1 to 18, further comprising a proximity sensor (27) configured to detect the environment in front of and / or on the side of the ship.

[0109] Example 20: The ship propulsion system (1) according to Example 19, wherein the control unit (17) is operably connected to the proximity sensor (27) and is configured to control and adjust the ship speed and / or the trim angle of the drive unit (3) in relation to the ambient conditions detected regarding the wave height and period and their directions in front of or on the side of the ship (100).

[0110] Example 21: The ship propulsion system (1) according to Example 19 and / or 20, wherein the proximity sensor (27) is a LiDAR sensor.

[0111] Example 22: The ship propulsion system (1) according to any one of Examples 1 to 21, further comprising a data storage unit (25).

[0112] Example 23: The ship propulsion system (1) according to Example 22, wherein the control unit (17) is operably connected to the data storage unit (25), and the control unit (17) is configured to store the latest optimized trim angle and / or the most common optimized trim angle of the ship (100) at a specific speed, and improve the control loop by narrowing the range of repetition over time.

[0113] Example 24: The ship propulsion system (1) according to any one of Examples 1 to 23, wherein the drive unit (3) comprises one or more propellers.

[0114] Example 25: The ship propulsion system (1) according to Example 24, wherein the one or more propellers are configured to push the ship during the forward movement of the ship.

[0115] Example 26: The ship propulsion system (1) according to Example 24, wherein the one or more propellers are configured to pull the ship during the forward movement of the ship.

[0116] Example 27: The ship propulsion system (1) according to any one of Examples 24 to 26, wherein the drive unit (3) includes a first propeller (13a) and a second propeller (13b).

[0117] Example 28: The ship propulsion system (1) according to Example 27, wherein the first propeller (13a) is configured to rotate in the opposite direction to the second propeller (13b).

[0118] Example 29: The ship propulsion system (1) according to any one of Examples 24 to 28, wherein the one or more propellers (13a, 13b) have a thrust angle.

[0119] Example 30: The control unit (17) is configured to indicate an abnormal energy consumption at a specific speed, for example, due to a damaged propeller, one or more propellers that have collided with underwater debris or obstacles, marine organisms attached to the hull of the ship or the propellers, an uneven weight distribution of the ship (100), additional weight due to passengers / cargo, etc., in the ship propulsion system (1) according to any one of Examples 1 to 29.

[0120] Example 31: The control unit (17) is configured to propose the replacement of the propeller when the system indicates that the rotational speed of the propeller has frequently exceeded the maximum rotational speed or has not reached the maximum rotational speed, and / or to propose a change in the weight distribution of the ship when the system indicates a significant abnormality at the optimum trim angle at a specific speed, in the ship propulsion system (1) according to any one of Examples 1 to 30.

[0121] Example 32: The ship propulsion system (1) according to any one of Examples 1 to 31, wherein the control unit (17) is configured to propose a propeller replacement when the operator steers the ship (100) in a manner different from the manner assumed by the propeller of the current drive unit.

[0122] Example 33: The ship propulsion system (1) according to any one of Examples 1 to 32, further comprising a transom bracket (2) configured to be connected to the transom (101) of the ship, wherein the drive unit (3) is configured to move relative to the transom bracket for moving the drive unit in and out of the water, and the drive unit is connected to the transom bracket via a connecting arm (4) having a first pivot joint (5) connected to the transom bracket and a second pivot joint (6) connected to the drive unit (3), and the drive unit is configured to move in and out of the water by pivoting the connecting arm (4) about the first pivot joint, or by pivoting the drive unit about the second pivot joint, or by pivoting both the connecting arm and the drive unit about both pivot joints.

[0123] Example 34: The ship propulsion system (1) according to Example 33, wherein the drive unit (3) is configured to move by pivoting the connecting arm (4) clockwise or counterclockwise about the first pivot joint (5) independently of the pivoting of the drive unit (3) about the second pivot joint (6).

[0124] Example 35: The drive unit (3) of the ship propulsion system (1) according to Example 33 is configured to move by pivoting the drive unit (3) clockwise or counterclockwise about the second pivot joint (6), regardless of the pivoting of the connecting arm (4) about the first pivot joint (5).

[0125] Example 36: The drive unit (3) of the ship propulsion system (1) according to Example 33 is configured to move by pivoting the drive unit (3) clockwise or counterclockwise about the second pivot joint (6) and at the same time pivoting the connecting arm (4) clockwise or counterclockwise about the first pivot joint (5).

[0126] Example 37: The ship propulsion system (1) according to any one of Examples 33 to 36, wherein a rotary motor is disposed at the first pivot joint (5) and / or the second pivot joint (6).

[0127] Example 38: The ship propulsion system (1) according to any one of Examples 33 to 37, wherein a linear actuator (7) is disposed between the transom bracket and the connecting arm (4) or between the connecting arm and the drive unit.

[0128] Example 39: The ship propulsion system (1) according to any one of Examples 33 to 38, wherein a plurality of linear actuators (7) are disposed between the transom bracket (2) and the connecting arm (4) or between the connecting arm and the drive unit (3).

[0129] Example 40: The ship propulsion system (1) according to any of the preceding examples, wherein a hydraulic system is arranged to supply power to the trimming device (16) and / or the linear actuator (7).

[0130] Example 41: The rotational motor and the linear actuator (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) in the marine propulsion system (1) according to any one of Examples 37 to 39.

[0131] Example 42: The first pivot joint (5) is arranged at the first end of the connecting arm, and the second pivot joint (6) is connected to the second end of the connecting arm in the marine propulsion system (1) according to any one of Examples 33 to 41.

[0132] Example 43: The connecting arm (4) is arranged at the center of the drive unit (3) in the marine propulsion system (1) according to any one of Examples 33 to 42.

[0133] Example 44: Two connecting arms (4) are arranged between the transom bracket and the drive unit in the marine propulsion system (1) according to any one of Examples 33 to 43.

[0134] Example 45: The two connecting arms are arranged at a distance from each other in the marine propulsion system (1) of Example 44.

[0135] Example 46: The two connecting arms have the first pivot joint (5) and the second pivot joint (6), the two connecting arms move together about the first pivot joint, and / or the drive unit pivots about the second pivot joint in the marine propulsion system (1) of Example 44 or 45.

[0136] Example 47: The connecting arm (4) is tapered from the first pivot joint towards the second pivot joint in the marine propulsion system (1) according to any one of Examples 33 to 46.

[0137] Example 48: The linear actuator (7) has an actuator end, and the actuator end is connected to the connecting arm in the ship propulsion system (1) according to any one of Examples 33 to 47.

[0138] Example 49: The linear actuator (7) is connected to the drive unit (3) and the connecting arm, or to the transom bracket and the connecting arm in the ship propulsion system (1) according to any one of Examples 33 to 48.

[0139] Example 50: The linear actuator (7) is connected to the drive unit (3) at a remote position below the second pivot joint in the ship propulsion system (1) according to any one of Examples 33 to 49.

[0140] Example 51: The linear actuator is connected to the drive unit via a drive pivot joint (12) in the ship propulsion system (1) of Example 50.

[0141] Example 52: The drive unit (3) is configured to be trimmed and / or tilted about the first pivot joint and / or the second pivot joint in the ship propulsion system (1) according to any one of Examples 33 to 51.

[0142] Example 53: The ship propulsion system (1) according to any one of Examples 1 to 52 further comprises a kick-up function.

[0143] Example 54: The ship propulsion system (1) further comprises one or more transom brackets (2) configured to be connected to the transom of the ship and one or more drive units (3), Each drive unit is configured to be moved relative to the transom bracket to move itself (the drive unit) in and out of the water in the ship propulsion system (1) according to any one of Examples 1 to 53.

[0144] Example 55: The ship propulsion system (1) according to any one of Examples 33 to 53 and Example 54, wherein each drive unit (3) is connected to the transom bracket via a connecting arm (4) having a first pivot joint connected to the transom bracket and a second pivot joint connected to the drive unit (3).

[0145] Example 56: The ship propulsion system (1) according to any one of Examples 1 to 55, wherein the control unit (17) is operably connected to the drive unit, the first pivot joint, the second pivot joint, the linear actuator, the rotary motor, and / or the hydraulic system.

[0146] Example 57: A ship (100) comprising the ship propulsion system (1) according to any one of Examples 1 to 56.

[0147] Example 58: A method for optimizing the energy consumption of the ship propulsion system (1) according to any one of Examples 1 to 56, comprising: providing motor data of the electric motor (15), wherein the motor data is the torque and rotational speed of the electric motor; providing trim data of the trim device (16), wherein the trim data is the trim angle of the drive unit (3); comparing the motor data with the trim data; adjusting the trim angle of the drive unit (3) based on the motor data, thereby optimizing the energy consumption of the electric motor (15) at the same ship speed regardless of the state of the ship. A method comprising the above steps.

[0148] Example 59: The method according to Example 58, further comprising adjusting the torque and / or the rotational speed of the electric motor (15).

[0149] Example 60: Comparing the motor data and the trim data to detect whether the energy consumption at a given speed is increasing or decreasing with respect to a predetermined energy consumption criterion for the given speed, if the energy consumption is increasing or decreasing with respect to the predetermined energy consumption criterion for the given speed, sending a message to the control unit (17) to adjust the trim angle of the drive unit (3), The method according to Example 58 and / or 59, further comprising.

[0150] Example 61: The method according to any one of Examples 58 to 60, further comprising comparing the motor data and the trim data until the detected energy consumption is substantially equal to the energy consumption criterion for the given speed.

[0151] Example 62: The method according to any one of Examples 58 to 61, further comprising maintaining the ship speed by adjusting the torque and / or rotational speed of the electric motor (15) each time the trim angle is repeated.

[0152] Example 63: Storing the latest optimized trim angle and / or the most common optimized trim angle of the ship at a specific speed in the data storage unit (25), Improving the control loop by narrowing the range of repetition over time, The method according to any one of Examples 58 to 62, further comprising.

[0153] Example 64: Indicating an abnormality in energy consumption at a specific speed, for example, due to a damaged propeller, one or more propellers that have collided with debris or obstacles in the water, marine organisms attached to the hull or propellers of the ship, uneven weight distribution of the ship, additional weight due to passengers / cargo, etc. The method according to any one of Examples 58 to 63, further comprising.

[0154] Example 65: The method according to any one of Examples 58 to 64, further comprising proposing to replace the propeller when the system indicates that the rotational speed of the propeller frequently exceeds the maximum rotational speed or does not reach the maximum rotational speed, and / or proposing to change the weight distribution of the ship when the system indicates a significant abnormality at the optimal trim angle at a specific speed.

[0155] Example 66: The method according to any one of Examples 58 to 65, further comprising proposing to replace the propeller when the operator is operating the ship in a manner different from the manner assumed by the propeller of the current drive unit.

[0156] The terms used herein are for the purpose of describing particular aspects only and are not intended to limit the present disclosure. As used herein, the singular forms "a", "an", and "the" are intended to include the plural forms as well, 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. The terms "comprises", "comprising", "includes" and / or "including", as used herein, clearly indicate the presence of the recited features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more of other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0157] It will also be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0158] In this specification, relative terms such as "downward", "upward", "upper", "lower", "horizontal", or "vertical" may be used to describe the relationship of one element to another element as shown in the figures. It will be understood that these terms and the terms described above are intended to encompass different orientations of the device in addition to the orientation shown in the figures. When an element is referred to as being "connected (joined)" or "coupled" to another element, it will be understood that 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.

[0159] Unless otherwise defined, all terms (including technical and scientific terms) used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terms used in this specification should be interpreted as having a meaning consistent with the context of this specification and the related art, and further understood that they are not to be interpreted in an idealized or overly formal sense unless explicitly defined as such in this specification.

[0160] This disclosure is not limited to the embodiments described above and illustrated in the drawings. Rather, it will be understood that those skilled in the art will recognize that many variations and modifications can be made within the scope of this disclosure and the appended claims. In the drawings and this specification, embodiments are disclosed for illustrative purposes only and not for purposes of limitation, and the scope of this disclosure is set forth in the following claims.

Claims

1. A ship propulsion system for a ship having a ship speed, comprising: an electric motor that provides torque and rotational speed, wherein the torque and rotational speed are motor data of the electric motor; a drive unit configured to be pivotable with respect to the ship, the drive unit being powered by the electric motor; a trim device configured to adjust the trim angle of the drive unit; a control unit operably connected to the electric motor and the trim device, the control unit being configured to receive motor data from the electric motor and trim data from the trim device, and including a processing circuit configured to compare the motor data and the trim data; and comprising: the control unit is configured to actively adjust the trim angle of the drive unit based on the motor data, whereby the energy consumption of the electric motor at the same ship speed can be optimized regardless of the state of the ship; a ship propulsion system.

2. The ship propulsion system according to claim 1, wherein the control unit is configured to adjust the torque and / or rotational speed of the electric motor.

3. The ship propulsion system according to claim 1, wherein the motor data includes energy consumption data related to the energy consumption of the electric motor.

4. The processing circuit compares the motor data and the trim data to detect whether the energy consumption at a given speed is increasing or decreasing with respect to a predetermined energy consumption standard for the given speed. The processing circuit is configured to send a message to the control unit to adjust the trim angle of the drive unit when the energy consumption increases or decreases with respect to a predetermined energy consumption standard for the given speed. The ship propulsion system according to claim 3.

5. The ship propulsion system according to claim 4, wherein the processing circuit continuously compares the motor data and the trim data until the detected energy consumption is substantially equal to a predetermined energy consumption standard for the given speed.

6. The ship propulsion system according to claim 1, further comprising a power source for supplying power to the electric motor.

7. The ship propulsion system according to claim 1, wherein an energy consumption sensor is arranged to monitor the energy consumption of the electric motor.

8. The ship propulsion system according to claim 1, further comprising a positioning unit such as GPS and / or a speed log or speed reading device.

9. The ship propulsion system according to claim 1, wherein the ship speed is substantially maintained by adjusting the torque and / or rotational speed of the electric motor each time the trim angle is repeated.

10. The ship propulsion system according to claim 1, wherein the energy consumption is maintained each time the trim angle is repeated so as to obtain a higher ship speed with the same energy consumption.

11. The ship propulsion system according to claim 1, further comprising a detector unit configured to detect the operation and movement of the ship.

12. The ship propulsion system according to claim 11, wherein the control unit is operably connected to the detector unit and is configured to control and adjust the ship speed in relation to the operation and movement of the ship.

13. The ship propulsion system according to claim 1, further comprising a proximity sensor configured to detect the environment in front of and / or to the side of the ship.

14. The ship propulsion system according to claim 13, wherein the control unit is operably connected to the proximity sensor and is configured to control and adjust the ship speed and / or the trim angle of the drive unit in relation to the detected ambient environment regarding the wave height and its period and their directions in front of or to the side of the ship.

15. The ship propulsion system according to claim 1, further comprising a data storage unit.

16. The ship propulsion system according to claim 15, wherein the control unit is operably connected to the data storage unit and is configured to store the latest optimized trim angle and / or the most common optimized trim angle of the ship at a specific speed, and to improve the control loop by narrowing the range of repetition over time.

17. The control unit is configured to indicate an abnormality in energy consumption at a specific speed, and the abnormality in energy consumption is caused by, for example, a damaged propeller, one or more propellers that have collided with underwater debris or obstacles, marine organisms attached to the hull or propellers of the ship, uneven weight distribution of the ship, additional weight due to passengers / cargo, etc. The ship propulsion system according to claim 1.

18. A ship equipped with the ship propulsion system according to any one of claims 1 to 17.

19. A method for optimizing the energy consumption of the ship propulsion system according to any one of claims 1 to 17, comprising: providing motor data of an electric motor, wherein the motor data is the torque and rotational speed of the electric motor; providing trim data of a trim device, wherein the trim data is the trim angle of a drive unit; comparing the motor data with the trim data; adjusting the trim angle of the drive unit based on the motor data, whereby the energy consumption of the electric motor at the same ship speed can be optimized regardless of the state of the ship; A method.

20. The method according to claim 19, further comprising maintaining the ship speed by adjusting the torque and / or rotational speed of the electric motor each time the trim angle is repeated.

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