Ship automatic operation control

Abstract

To provide an improved approach for the reactivation of an automatic operation which improves operating efficiency and is adaptable to complex situations encountering at sea.SOLUTION: An automatic operation control system of a ship (10) includes a processing circuit (102). The processing circuit (102) receives a manual automatic operation cancel request in response to deviation of a rudder (12) of the ship (10) from a boundary value of an automatic operation rudder angle value related to an automatic operating mode of the ship (10), and sets the automatic operating mode to a temporary stopping state in response to reception of the manual automatic operation cancel request. Therefore, the manual operation of the ship (10) becomes possible by the temporary stopping state. The automatic operation control system is configured to receive the manual automatic operation reactivation request in response to positional adjustment of the rudder (12) within the boundary value of the automatic operation rudder angle value and set the automatic operating mode to the active state in response to reception of the manual automatic operation reactivation request, and perform the automatic operation of the ship (10) in the active state.SELECTED DRAWING: Figure 2C

Description

[Technical Field]

[0001] The present disclosure relates generally to control systems for marine vessels. In particular aspects, the present disclosure relates to autopilot control of marine vessels. The present disclosure may be applied to marine vessels such as pleasure boats, ships, cruise ships, fishing boats, yachts, ferries, and the like. Although the present disclosure may be described with reference to a particular marine vessel, the present disclosure is not limited to that particular marine vessel. [Background technology]

[0002] Ship autopilot systems are used to reduce the burden of manual piloting during voyages, but existing methods for re-engaging the autopilot after manual intervention often lack the responsiveness and adaptability required in dynamic marine environments. Challenges presented by these systems, such as re-engagement delays and the impact of environmental factors on navigational direction, can lead to inefficiencies and potential safety risks. Improved approaches to autopilot re-engagement that increase operational efficiency and adapt to the complex conditions encountered at sea are urgently needed.

[0003] With these and other realizations in mind, the inventors herein propose one or more improvements over the prior art in marine autopilot systems. Summary of the Invention [Problem to be solved by the invention]

[0004] Autopilot systems typically operate using various navigational inputs to adjust rudder position to steer a vessel along a predetermined course or maintain a set heading. However, if a situation arises requiring manual intervention, the autopilot must be disengaged to allow for manual input. Common triggers for disengagement include manual rudder input or a significant deviation from the set course or heading. Once the need for manual control has passed, it is important to re-engage the autopilot system to return to autonomous navigation.

[0005] Current systems often condition autopilot re-engagement on the vessel's heading being aligned with the intended route or heading. While such approaches provide a degree of automated navigation resumption, they present several challenges that can affect the efficiency and safety of navigation. For example, reliance on heading can be problematic in situations where external factors, such as wind, current, or steering gear backlash, affect the vessel's orientation. These factors can cause a delay or inappropriate re-engagement of the autopilot, as the system waits for heading to stabilize within acceptable limits. This delay can extend periods during which the vessel does not adhere to the preferred route, potentially increasing travel time and fuel consumption. Furthermore, focusing on heading does not take into account the dynamic response of the vessel's steering mechanism. The time it takes for a vessel to return to its desired heading can vary significantly depending on the marine environment and vessel characteristics. During this period, the vessel may follow an inefficient route, increase wear on mechanical components due to frequent adjustments, or be exposed to safety risks in areas with high traffic or obstacles. Another aspect that is often overlooked is the operational complexity introduced by such systems. Crew members, including the pilot and helmsman, must have a clear understanding of when and how the autopilot will be re-engaged. If the re-engagement criteria are not intuitive or do not match the actual handling of the vessel, it can lead to operational confusion and errors.

[0006] While the above description focuses on vessel direction as a condition that warrants re-engagement of the autopilot function, the prior art suggests other options for conditioning re-engagement in the event of loss of manual control in severe operating situations, unexpected weather conditions, fuel management, or other preventative measures, but there is currently no satisfactory method for handling re-engagement of the autopilot function. [Means for solving the problem]

[0007] According to a first aspect of the present disclosure, there is provided an autopilot control system for a marine vessel, the autopilot control system including a processing circuit configured to: receive a manual autopilot cancel request in response to a rudder of the marine vessel deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value being associated with an autopilot mode of the marine vessel; set the autopilot mode to a paused state in response to receiving the manual autopilot cancel request, the paused state enabling manual control of the marine vessel; receive a manual autopilot re-engagement request in response to the rudder being positioned within the autopilot rudder angle value boundary; and set the autopilot mode to an active state in response to receiving the manual autopilot re-engagement request, wherein automatic control of the marine vessel is performed in the active state.

[0008] A first aspect of the present disclosure seeks to address the need for a more accurate and reliable autopilot control system for re-engagement of an autopilot system on a marine vessel, which may ensure a smooth transition from manual navigation to automatic navigation and adherence to navigation parameters. Technical advantages may include enhanced control over autopilot engagement, minimizing the risk of navigation errors and improving response to manual adjustments to enable a seamless return to automatic navigation, thereby improving adherence to the vessel's desired route with minimal interruption.

[0009] Optionally, in some examples, including at least one preferred example, the autopilot rudder angle value corresponds to a neutral position of the rudder along the longitudinal axis of the vessel.Technical advantages may include improved predictability of autopilot response when transitioning from manual control to automatic control.

[0010] Optionally, in some examples, including at least one preferred example, the processing circuitry is configured to register the last known rudder position prior to receiving a manual autopilot cancel request, and set the autopilot rudder angle value to the last known rudder position. Technical advantages may include the ability to quickly resume autopilot based on the vessel's most recently steered course, minimizing disturbances to the vessel's trajectory.

[0011] Optionally, in some examples, including at least one preferred example, the processing circuitry is configured to: register a last known autopilot profile for the vessel before receiving a manual autopilot cancellation request; and control an active state of the autopilot mode based on the last known autopilot profile after receiving a manual autopilot re-engagement request. Technical advantages may include maintaining continuity of the vessel's navigational behavior and providing a seamless transition to the crew and onboard systems.

[0012] Optionally, in some examples, including at least one preferred example, positioning the rudder within the boundaries of the autopilot rudder angle value is performed by a user manually operating an input device including a steering member connected to the rudder. Technical advantages may include improving the user experience by giving the pilot direct and intuitive control over activating and deactivating the autopilot system.

[0013] Optionally, in some examples, including at least one preferred example, the processing circuitry is further configured to obtain sensor data from one or more rudder angle transducers disposed on the rudder and set the autopilot mode to an active state based on the sensor data. Technical advantages may include accurate measurement and adjustment of the rudder angle to ensure accurate adherence to a predetermined navigation heading.

[0014] Optionally, in some examples, including at least one preferred example, the autopilot rudder angle value boundary is a tolerance range for the autopilot rudder angle value, and the rudder is positioned within the tolerance range to set the autopilot mode to an active state. Technical advantages may include the flexibility to account for dynamic navigation factors while ensuring effective autopilot operation.

[0015] Optionally, in some examples, including at least one preferred example, the tolerance range is based on one or more of vessel characteristics and environmental factors, where the vessel characteristics include one or more of vessel design, vessel movement speed, vessel load, vessel load distribution, and vessel operation mode, and the environmental factors include one or more of wind speed, wind direction, wave height, wave direction, wave period, current speed, and current direction. Technical advantages may include the ability to tailor the responsiveness of the autopilot control system to the particular handling and performance characteristics of the vessel and current environmental conditions.

[0016] Optionally, in some examples, including at least one preferred example, the processing circuitry is further configured to receive sensor-acquired ambient data from the one or more sensor units, and dynamically adjust the autopilot steering angle value and / or set the autopilot mode to an active state based on the sensor-acquired ambient data. Technical advantages include improved situational awareness, which allows for real-time adjustments to autopilot settings for improved navigation safety and efficiency.

[0017] Optionally, in some examples, including at least one preferred example, the processing circuitry is further configured to receive route data from a route planning system and dynamically adjust the autopilot rudder angle value and / or set the autopilot mode to an active state based on the route data. Technical advantages may include integration of advanced route planning to improve route and guide vessel navigation for fuel efficiency, time, or safety based on rudder angle position.

[0018] Optionally, in some examples, including at least one preferred example, the processing circuitry is further configured to: set one or more waypoints based on the route data; and control an autopilot of the vessel based on the one or more waypoints while the autopilot mode is active. Technical advantages include automated guidance along complex routes with multiple route changes, resulting in more accurate and efficient navigation based on rudder angle position.

[0019] Optionally, in some examples, including at least one preferred example, the processing circuitry is configured to: set an autopilot re-engagement delay timer; and set the autopilot mode to an active state in response to the rudder being positioned within a boundary value of the autopilot rudder angle value for a period of time determined by the autopilot re-engagement delay timer. Technical advantages may include preventing unintended or accidental autopilot activation, thereby increasing the safety of marine vessel operation.

[0020] Optionally, in some examples, including at least one preferred example, the processing circuitry is configured to generate sensory feedback to the vessel operator in response to the rudder being positioned within the autopilot rudder angle value boundaries. Technical advantages may include providing immediate and clear feedback to the operator that the autopilot control system is ready to resume control, ensuring a smooth transition of control.

[0021] According to a second aspect of the present disclosure, there is provided a vessel including the autopilot control system of the first aspect.

[0022] According to a third aspect of the present disclosure, there is provided a computer-implemented method for autopilot control of a marine vessel, the method including: a processing circuit of an autopilot control system receiving a manual autopilot cancel request in response to a rudder of the marine vessel deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value being associated with an autopilot mode of the marine vessel; the processing circuit setting the autopilot mode to a paused state in response to receiving the manual autopilot cancel request, the paused state enabling manual steering of the marine vessel; the processing circuit receiving a manual autopilot re-engagement request in response to the rudder being positioned within the autopilot rudder angle value boundary; and the processing circuit setting the autopilot mode to an active state in response to receiving the manual autopilot re-engagement request, wherein autopilot of the marine vessel is engaged in the active state.

[0023] According to a fourth aspect of the present disclosure, there is provided a computer program product, the computer program product including program code that, when executed by a processing circuit, performs the computer-implemented method of the third aspect. The fourth aspect of the present disclosure may seek to enable new vessel and / or legacy vessel types to be conveniently configured to provide autopilot control by software installation / update.

[0024] According to a fifth aspect of the present disclosure, there is provided a non-transitory computer-readable storage medium, the non-transitory computer-readable storage medium including instructions that, when executed by a processing circuit, cause the processing circuit to perform the computer-implemented method of the third aspect. The fifth aspect of the present disclosure may seek to enable new vessel and / or legacy vessel types to be conveniently configured to provide autopilot control through software installation / update.

[0025] 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 practicing the present disclosure as set forth herein.

[0026] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products associated with the above technical advantages. [Brief explanation of the drawings]

[0027] [Figure 1] FIG. 1 is an exemplary systems diagram of a vessel. [Figure 2A] FIG. 1 is an exemplary illustration of a vessel controlled by an autopilot control system according to an embodiment. [Figure 2B] 2B is the exemplary vessel of FIG. 2A receiving a manual autopilot request. [Figure 2C] 2C illustrates the exemplary vessel of FIG. 2B having received a manual autopilot re-engagement request. [Figure 3] 1 is a flowchart of an exemplary method for navigation control of a marine vessel. [Figure 4] FIG. 1 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein. DETAILED DESCRIPTION OF THE INVENTION

[0028] The embodiments are explained in more detail below with reference to the accompanying drawings.

[0029] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the present disclosure.

[0030] This disclosure seeks to address inefficiencies in autopilot systems for marine vessels by introducing an approach that transitions between manual and automatic control based on the precise position of the vessel's rudder. This approach allows for fast and accurate resumption of autopilot once specific rudder angle criteria are met. This approach provides more controlled and predictable management of the steering process, increasing safety and reducing the likelihood of navigational errors at the critical intersection between manual and automatic control. The precision and responsiveness of this approach provide a significant improvement over existing technology, especially in variable sea conditions.

[0031] 1 is a diagram illustrating an exemplary watercraft 10 to which the inventive concepts of the present disclosure may be applied according to various embodiments. Watercraft 10 may be any type of watercraft known in the maritime industry, such as a recreational boat, ship, cruise ship, fishing boat, yacht, ferry, etc. The dashed line boxes may be considered optional components of watercraft 10 that may be applicable in some instances, while the solid line boxes are preferred components.

[0032] The vessel 10 includes a rudder 12. The rudder 12 may be a separate unit or may form part of a larger propulsion system 110 having one or more rudders. The rudder 12 is typically a hydrodynamic surface mounted vertically at the stern of the vessel 10. The primary function of the rudder 12 is to control steering by altering the flow of water around the hull of the vessel 10 to change course. The rudder 12 is not limited to a particular configuration or type and may be embodied as a balanced rudder, semi-balanced rudder, spade rudder, fishtail rudder, kicker rudder, etc.

[0033] The rudder 12 may be actuated by rotational movement about its stock or axis, which passes through the rudder 12 and connects the rudder 12 to an input device 14 of the vessel 12, such as a joystick, wheel, tiller, helm, or other type of steering mechanism known in the art, via a steering member 15. The steering member 15 may be any type of vertical axis that connects the blade of the rudder 12 to the input device 14. The rudder 12 may further include one or more components typically found in a rudder, such as a rudder blade, tiller arm, rudder bearing, rudder carrier, etc.

[0034] The rudder 12 may form part of a larger propulsion system 110, which may include a single propeller and rudder arrangement, two or more propellers and rudders, azimuth thrusters, pod drives, waterjets, and the like.

[0035] The rudder 12 may further include one or more rudder angle transducers 13. The rudder angle transducers 13 serve to collect real-time data about the angle and position of the rudder 12. The rudder angle transducers 13 may be potentiometric sensors mounted on the rudder stock or tiller arm. As the rudder 12 rotates, its resistance changes, which can be converted to angular position. The rudder angle transducers 13 may be rotary encoders mounted on the rudder shaft to directly measure the rotation of the rudder 12, thereby providing angular feedback. The rudder angle transducers 13 may be Hall-effect sensors configured to detect changes in a magnetic field as the rudder 12 moves, which correlates to angular position. The rudder angle transducers 13 may be linear variable differential transducers (LVDTs). While typically used for linear position sensing, LVDTs can be adapted to measure angular displacement when connected to the rudder 12. The rudder angle transducers 13 may be fiber optic gyroscopes that use optical interference to detect mechanical rotation and can be used to measure the angular position of the rudder 12. Other suitable sensors located on the rudder 12 may be implemented using one or more sensing technologies, either alone or in combination.

[0036] The vessel 10 further includes an autopilot control system 100 having a processing circuit 102. The autopilot control system 100 is designed to automate the navigation of the vessel using a series of interconnected components working in harmony to enhance navigation precision and reliability. The autopilot control system 100 includes the processing circuit 102 that acts as a central command unit for receiving inputs and controlling other components of the vessel 10. The processing circuit 102 is programmed to process various autopilot mode requests and states, such as active and paused, that dictate the steering behavior of the vessel 10.

[0037] Autopilot mode refers to an operating configuration in which the navigation path of vessel 10, including its heading and optionally its speed, is automatically controlled by an onboard computer system, in this case, autopilot control system 100. Autopilot mode utilizes various input data to calculate and execute the necessary steering commands. Autopilot mode is designed to maintain a predetermined course or heading with minimal human intervention, thus reducing the crew's manual workload and increasing the efficiency of navigation. Autopilot mode can be set to one or three different states: inactive, paused, and active, with the paused and active states being of particular relevance to the present disclosure.

[0038] The paused state is an intermediate state of the autopilot system in which autopilot control is temporarily suspended without fully disengaging the autopilot mode established by the autopilot control system 100. In this state, the autopilot retains one or more of its current settings, including target course and speed, but transfers control of the rudder 12 to the pilot or helmsman for manual steering of the vessel 10. The autopilot control system 100 maintains a state in which active autopilot control can be resumed upon receipt of an appropriate command. In this disclosure, appropriate control corresponds to a specific position of the rudder 12 relative to an autopilot rudder angle value, which in turn is associated with the autopilot mode. The paused state allows for a quick and smooth transition back to autopilot once manual intervention is no longer required, as will be described in more detail below.

[0039] The active state is the state of the autopilot control system 100 when it is fully operational, actively controlling the steering of the vessel 10 based on navigation parameters set by, for example, a pilot or helmsman. During the active state, the processing circuitry 102 may be configured to autonomously adjust the position of the rudder 12 and other navigation controls to correct any deviation from a set course or heading. The processing circuitry 102 may be configured to respond to real-time data and navigation inputs from onboard sensors to maintain the trajectory, and optionally the speed, of the vessel 10 and ensure adherence to the intended navigation plan.

[0040] The inactive state refers to a state in which any autopilot mode established by the autopilot control system 100 is completely disengaged and has no effect on the steering or propulsion of the vessel 10. In this state, the autopilot control system 100 does not monitor navigation parameters or issue control commands. All steering inputs must be provided manually by the operator or helmsman of the vessel 10. The inactive state may be entered intentionally by user input or may be triggered by an emergency or system failure requiring full manual control of the vessel 10.

[0041] The vessel 10 further includes one or more sensor units 16. These sensor units 16 may be optical cameras, infrared cameras, GPS and / or electronic charts, automatic identification systems, radar, lidar, sonar, etc. Generally, the sensor units 16 are configured to acquire ambient data of the environment in which the vessel 10 is navigating. The processing circuit 102 may receive the data acquired by the sensors, for example, via wired or wireless communication, and dynamically adjust the autopilot steering angle value and / or set the autopilot mode to an active state. Thus, re-engagement of the autopilot is based on the vessel 100's ambient conditions, and the sensitivity of when activation of the autopilot mode should occur may vary. For example, more severe weather conditions may warrant a greater tolerance for autopilot steering angle variations, while calmer sea conditions may warrant a greater sensitivity as to when to activate the autopilot.

[0042] The vessel 10 further includes a route planning system 17. The processing circuitry 102 may be configured to receive route data from the route planning system 17. Based on the route data, the processing circuitry 102 may be configured to dynamically adjust the autopilot's rudder angle values ​​and / or set the autopilot mode to an active state. The route planning system 17 may be a software application or software suite that enables a mariner to plan, plot, and manage a voyage route before and during a voyage. The route planning system 17 may chart an efficient and safe route(s) from one point to another, taking into account various navigational data points, environmental conditions, and vessel-specific parameters. The route planning system 17 may be, for example, an Electronic Chart Display and Information System (ECDIS), weather routing software, a voyage planning application, a fleet management system, etc. The processing circuitry 102's ability to receive route data from such systems enables the autopilot to recognize the intended route of the vessel 10. Upon receiving this data, processing circuitry 102 can dynamically adjust the autopilot rudder angle values ​​so that the rudder 12 position is consistent with the current segment of the planned route. Additionally or alternatively, processing circuitry 102 can use this information to transition the autopilot mode from a paused state to an active state, effectively taking over navigation along the planned route. This dynamic adjustment can be beneficial on long voyages where conditions may change, or when unexpected obstacles or changing environmental conditions require deviation from the original route.

[0043] In some examples, the processing circuitry 102 is configured to set one or more waypoints based on the route data and control the vessel autopilot accordingly. The processing circuitry 102 may use these waypoints to guide the vessel 10 while the autopilot mode is active, ensuring that the vessel navigates effectively through each waypoint and processing the control of the rudder 12 position and autopilot mode accordingly.

[0044] A typical navigation scenario will now be described in detail. In this scenario, the vessel 10 is sailing under control of an active autopilot mode. This involves the autopilot control system 100 autonomously steering the vessel 10 through the autopilot mode, thereby maintaining a set course and heading. The pilot or helmsman of the vessel 10 relies on the autopilot for stable navigation and oversees the progress of the vessel 10. However, certain situations may arise that require manual control, such as approaching a busy shipping lane requiring complex maneuvers, encountering an unexpected obstacle (such as floating debris or a small uncharted island), responding to sudden and severe changes in weather conditions, performing complex docking procedures at a marina, and other such situations.

[0045] When the pilot decides to take manual control, this decision corresponds to processing circuit 102 receiving a manual autopilot cancellation request. The manual autopilot cancellation request may be transmitted to processing circuit 102 from a communication unit of helm 12, for example, using any wired or wireless interface known in the art (e.g., Ethernet, CAN, Bluetooth, WiFi). The communication unit may be, for example, one of the sensors described above or a separate module capable of communicating with autopilot control system 100. A manual autopilot cancellation request is a request to cancel the active state of the autopilot mode and is typically initiated by the pilot or helmsman due to the need for manual navigation or an unexpected change in the environment of vessel 10. Thus, the manual autopilot cancellation request serves as a trigger for transitioning from the active state to the paused state. Processing circuit 102 is configured to respond to this by setting the autopilot mode to the paused state. As described above, this state pauses the automatic steering functions of the autopilot, allowing the helmsman to steer the vessel as needed without interference from the autopilot system. The paused state, in contrast to the inactive state, preserves autopilot settings and navigation objectives and allows for a seamless transition back to autopilot control after any period of time. Therefore, it is important to pause, rather than deactivate, the manual piloting mode so that the autopilot mode can be re-entered once the need for manual piloting has passed.

[0046] Receipt of a manual autopilot cancellation request is conditional on the rudder 12 deviating from a boundary value of the autopilot rudder angle value in autopilot mode. This boundary value should be interpreted as a first boundary value and is not necessarily the same as a second boundary value, described below, for transitioning from a paused state back to an active state. The boundary value may be zero; that is, any deviation from the autopilot rudder angle value may trigger the request. In another example, the boundary value may be a predetermined tolerance range around the autopilot rudder angle value, the tolerance range defining, for example, a range of allowable angles above and / or below the autopilot rudder angle value within which the rudder 12 should be positioned so that the autopilot can effectively maintain the course of the vessel 10. By way of example only, the tolerance range may be ±α degrees in any direction from the autopilot steering angle value, where α may be 1 degree, 2 degrees, 3 degrees, 4 degrees, 5 degrees, or more, or substantially any suitable value (e.g., 0.01, 0.10, 0.50, 1.00, 1.50, 2.50, 3.75, etc., including decimal values) appropriate for typical driving conditions.

[0047] The tolerance ranges may be based on one or more of vessel characteristics and environmental factors. These characteristics and factors can directly affect how the vessel 10 and associated autopilot functions respond to rudder adjustments. Vessel characteristics may include the design of the vessel 10 (e.g., size, dimensions, and other structural features), the speed at which the vessel 10 is traveling, the load on the vessel 10 and how that load is distributed, and the operating mode (e.g., whether the vessel 10 is in docking mode, cruising mode, fishing mode, or other mode). Environmental factors may include wind conditions, such as speed or direction, wave conditions, such as height and period, and current conditions (i.e., tidal currents), such as speed and direction. By taking these diverse and dynamic parameters into account, the processing circuit 102 can dynamically adjust the tolerance ranges to enable the autopilot system to remain effective and reliable under various conditions. This may enable fine-tuning of the autopilot function's response to the rudder 12 position. Such a wide range of tolerances that take into account a wide range of influencing factors may enable the autopilot control system 100 to better handle the complexities of marine navigation, leading to improved vessel handling performance and navigational safety.

[0048] If the angle of the rudder 12 remains within this boundary (tolerance range), the autopilot system takes over control, optionally making minor adjustments as needed to keep the vessel 10 on its programmed course. However, if an event occurs that requires the rudder 12 to deviate beyond this boundary, such as an evasive maneuver to avoid a collision, a deliberate course correction by the helmsman, or a response to a sudden environmental change, the processing circuit 102 recognizes this as manual intervention. Thus, a deviation from the boundary value indicates that the angle of the rudder 12 has moved outside the range within which the autopilot can autonomously correct the direction of the vessel 10.

[0049] The importance of conditioning a cancellation request on deviation of rudder 12 angle from the autopilot's rudder angle value is at least twofold. First, it ensures that the autopilot relinquishes control only when necessary, avoiding unnecessary transitions that could disrupt the stability of the vessel 10. Second, it gives the pilot or helmsman the authority to override the autopilot when significant manual input is required, without having to manipulate complex control systems or override protocols.

[0050] In response to receiving the cancellation request, the processing circuit 102 is configured to set the autopilot mode to a suspended state, thereby enabling manual control of the vessel 10. In this manner, the manual autopilot cancellation request is triggered by a precise condition—the rudder 12 angle exceeding a set boundary value—and acts as a safeguard to enable an orderly, controlled handover from autopilot to manual control. This condition-based approach ensures that transitions between control states are intentional and also accommodate urgent navigational needs of the vessel 10.

[0051] In some examples, the processing circuitry 102 is configured to register the last known position of the rudder 12 before receiving a manual autopilot cancellation request. The autopilot rudder angle value can be set to this last known position of the rudder 12. This can be a continuous monitoring and registration of the rudder position updated as a function of time. This allows the processing circuitry 102 to obtain the exact rudder angle at the point just before the autopilot mode is set to a paused state. Having a record of the rudder 12 position can provide a seamless transition from autopilot to manual control and minimize abrupt changes in steering that can occur if the autopilot is disengaged without such a reference point. This can be done by the processing circuitry 102 saving the current reading in an associated memory unit and fixing it as the last known position upon receiving a manual autopilot cancellation request.

[0052] In some examples, the processing circuit 102 is configured to register the last known autopilot profile of the vessel 10 before receiving a manual autopilot cancellation request. This may be recorded similarly to the last known position of the rudder 12, per the examples above. The autopilot profile may be used to control the active state of the autopilot. To this end, these examples allow for resuming autopilot operation from a previously used autopilot profile.

[0053] After the need for manual control has passed, perhaps after navigating a congested area, avoiding an obstacle, or correcting course after a weather change, the pilot may wish to re-activate the autopilot mode and continue sailing with automatic assistance. In the present disclosure, such re-activation is prompted by the pilot intuitively controlling the rudder 12 to return to the autopilot rudder angle value. The autopilot rudder angle value may therefore correspond to the neutral or standard cruising position of the rudder 12 along the longitudinal axis of the vessel 10. Typically, this is the desired course for the vessel 10.

[0054] Similar to the transition from active mode to pause mode, the transition from pause mode back to active mode involves the receipt of a request by the processing circuit 102. This request is a manual autopilot re-engagement request and is received in response to the rudder 12 being positioned within the autopilot steering angle boundary. As noted above, this may be viewed as a second boundary, which may be the same as the first boundary, but is not necessarily the same boundary as the first boundary. The second boundary may also be viewed as a tolerance range for the autopilot steering angle, similar to what was described above. Thus, receipt of the manual autopilot re-engagement request is conditional on the rudder 12 being positioned within the autopilot steering angle boundary.

[0055] In response to receiving a manual autopilot re-engagement request, the processing circuit 102 is further configured to set the autopilot mode to an active state, thereby autopiloting the vessel 10. The manual autopilot re-engagement request is designed to facilitate a smooth and controlled transition from manual navigation back to autopilot. The request is subject to the rudder 12 angle being adjusted to within specified boundary limits of the autopilot rudder angle value. The request may be received, for example, via wired or wireless communication between the communication unit of the rudder 12 and the processing circuit 102, using approaches similar to those described above.

[0056] When the helmsman or pilot manually adjusts the rudder to position it within this boundary limit, processing circuit 102 recognizes the manual input as a request to re-engage the autopilot. Processing circuit 102 can detect this adjustment through feedback from a rudder angle transducer or other on-board sensor that continuously monitors the position of rudder 12.

[0057] In some examples, the processing circuit 102 is configured to set an autopilot reactivation delay timer and activate the autopilot mode in response to the rudder 12 being positioned within the autopilot rudder angle boundary for a period of time defined by the autopilot reactivation delay timer. The delay timer may vary depending on weather conditions, operating mode, vessel characteristics, and other circumstances. For example, the delay timer may be 1 second, 2 seconds, 3 seconds, or more, or any value therebetween. This may serve as a strategic feature designed to prevent accidental or premature reactivation of the autopilot mode. This may serve as a strategic feature designed to prevent accidental or premature reactivation of the autopilot mode. The timer sets a defined waiting period during which the rudder 12 must remain within the autopilot rudder angle boundary before the autopilot mode is reactivated. By requiring the rudder 12 to maintain its position for the duration of this timer, the system ensures that intentional, stable conditions are met, thereby protecting against inadvertent activation of the autopilot, which could disrupt manual navigation or lead to unintended course changes.

[0058] In some examples, the re-activation may be complemented by generating sensor feedback to the pilot or helmsman of the vessel 10 in response to the rudder 12 being positioned within the autopilot's rudder angle boundary. The processing circuit 102 is configured to actively signal the pilot when the rudder 12 is positioned within the specified autopilot rudder angle boundary. This immediate feedback confirms that the rudder 12 is correctly positioned for autopilot re-activation and provides the pilot with clear instructions to proceed with returning the autopilot mode to an active state. This feature may help minimize pilot error and ensure a smooth handoff from manual to automatic control. Sensory feedback may be provided by controlling a force feedback unit incorporated within the input device 14, by controlling a visual indicator such as a display screen or LED light, or by controlling a speaker device, such as an alarm signal.

[0059] The re-actuation approach detailed herein is advantageous over relying on other re-actuation methods, such as the vessel's current heading, for several reasons. First, the angle of the rudder 12 provides a direct measure of steering input, allowing the autopilot to resume control based on the exact rudder position rather than more variable conditions, such as direction, which may be affected by external factors like current and wind. Second, returning the rudder 12 to a known angle value allows the pilot or helmsman to have a clear and tangible reference point for when the autopilot will take over, increasing the predictability of the autopilot control system 100's behavior. Third, configuring the autopilot mode to resume based on the angle of the rudder 12 allows for more rapid re-actuation than waiting for the vessel 10 to stabilize in a particular heading, which can be particularly slow after, for example, an abrupt or significant manual maneuver. Fourth, a rudder angle-based approach ensures that the autopilot re-engages only when the steering mechanism, such as the input device 14, is properly aligned to the desired course, thereby reducing the risk of unintended movements or course deviations at critical moments in the transition. These and other advantages may be considered in combination or alone, and it will be understood that one skilled in the art will realize one or more additional advantages. Intuitively, it is easier for a helmsman, especially in difficult conditions, to position the rudder 12 at a particular angle than to achieve, for example, a specific heading. While rudder angle is a direct input, for example, heading is the result of influences from various dynamic factors. By focusing on rudder angle, the present disclosure ensures that the autopilot control system 100 of the vessel 10 can resume its navigation task in an efficient, safe, and operator-friendly manner.

[0060] 2A-2C, the autopilot control of the vessel 10, as taught herein, is visualized according to some general examples. Overall, the autopilot control behavior is intended to enable a seamless transition between manual and automatic control, ensuring precise navigation by allowing the operator to intuitively initiate or cancel autopilot activation based on the position of the rudder 12.

[0061] FIG. 2A shows the vessel 10 with the autopilot mode active, ie, the processing circuit 102 actively controlling the navigation of the vessel 10 via the rudder 12.

[0062] In FIG. 2B, the vessel 10 receives a manual autopilot cancellation request r cancel , the request is to transition to manual control. This request is activated because the rudder 12 has moved beyond a specified boundary encompassing the autopilot rudder angle value, indicating the pilot or helmsman's intent to take over steering duties. The processing circuit 102 recognizes this change and sets the autopilot mode to a suspended state, thereby allowing the pilot to take full manual control of the vessel 10.

[0063] In Figure 2C, the pilot has decided to return control to the autopilot function. By manually moving the rudder 12 back within the autopilot steering angle limits, the pilot communicates this intention to the processing circuit 102, which then issues a manual autopilot re-engagement request r engage The processing circuit 102 recognizes that the position of the rudder 12 is within the set tolerance and reactivates the active state of the autopilot mode. The vessel 10 can continue to operate under automatic control as described in FIG. 1A, with the autopilot system resuming its role of steering the vessel according to the set course or heading.

[0064] 3 is a flowchart of a method 200 for autopilot control of the vessel 10. The method 200 is executed by the processing circuit 102 of the autopilot control system 100. The method 200 includes receiving 210 a manual autopilot cancel request in response to the rudder 12 of the vessel 10 deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value associated with the autopilot mode of the vessel 10. The method 200 further includes setting 220 the autopilot mode to a paused state in response to receiving the manual autopilot cancel request, the paused state enabling manual steering of the vessel 10. The method 200 further includes receiving 230 a manual autopilot re-engagement request in response to the rudder 12 being positioned within the autopilot rudder angle value boundary. The method 200 further includes setting 240 the autopilot mode to an active state in response to receiving the manual autopilot re-engagement request, wherein autopilot is engaged in the vessel 10.

[0065] FIG. 4 is a schematic diagram of an exemplary computer system 400 for implementing examples disclosed herein. The autopilot control system 100 described herein may be the computer system 400 in some examples. The computer system 400 is adapted to execute instructions from a computer-readable medium to perform the functions and / or processes described herein. The computer system 400 may be connected (e.g., networked) to other machines in a LAN (Local Area Network), a LIN (Local Interconnect Network), an automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. Although only a single device is shown, the computer system 400 may include any collection of devices that individually or collectively execute a set (or sets) of instructions to perform any one or more of the methods described herein. Thus, references in this disclosure and / or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuit, etc. include references to one or more such devices individually or jointly executing a set (or sets) of instructions for performing one or more of the methodologies described herein. For example, a control system may include a single control unit or multiple control units connected or otherwise communicatively coupled to each other, such that any performed functions may be distributed among the control units as desired. Furthermore, such devices may communicate with each other or with other devices via various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

[0066] Computer system 400 may include at least one computing or electronic device, which may include firmware, hardware, and / or software instructions to implement the functions described herein. Computer system 400 may include a processing circuit 402 (e.g., a processing circuit including one or more processor devices or control units), a memory 404, and a system bus 406. Computer system 400 may include at least one computing device having a processing circuit 402. The system bus 406 provides an interface to system components including, but not limited to, the memory 404 and the processing circuit 402. The processing circuit 402 may include any number of hardware components for processing data or signals or for executing computer code stored in memory 404. The processing circuitry 402 may include, for example, a general-purpose processor, an application-specific processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a circuit including processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices, discrete gate or transistor logic, discrete hardware components, or any combination thereof, designed to perform the functions described herein. The processing circuitry 402 may further include computer-executable code that controls the operation of a programmable device.

[0067] The system bus 406 may be any of several types of bus structures, which may further interconnect a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 404 may be one or more devices for storing data and / or computer code for performing or facilitating the methods described herein. The memory 404 may include database components, object code components, script components, or other types of information structures for supporting various activities herein. Any distributed or local memory device may be utilized by the systems and methods herein. The memory 404 may be communicatively connected to the processing circuitry 402 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for performing one or more processes described herein. Memory 404 may include non-volatile memory 408 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 410 (e.g., random access memory (RAM)), or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a computer or other machine having processing circuitry 402. A basic input / output system (BIOS) 412 may be stored in non-volatile memory 408 and may include basic routines that help to transfer information between elements within computer system 400.

[0068] Computer system 400 may further include or be coupled to a non-transitory computer-readable storage medium, such as a storage device 414, which may include, for example, an internal or external hard disk drive (HDD) (e.g., Enhanced Integrated Drive Electronics (EIDE) or Serial Advanced Technology Attachment (SATA)), a storage HDD (e.g., EIDE or SATA), flash memory, etc. Storage device 414 and other devices associated with computer-readable and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0069] Hard-coded or soft-coded computer code may be provided in the form of one or more modules. The module(s) may be implemented as software and / or hard-coded into circuitry to implement, in whole or in part, the functions described herein. The modules may be stored in storage device 414 and / or volatile memory 410, which may include operating system 416 and / or one or more program modules 418. All or a portion of the examples disclosed herein may be implemented as a computer program 420 stored on a temporary or non-transitory computer-usable or computer-readable storage medium (e.g., a medium or media), such as storage device 414, that includes complex programming instructions (e.g., complex computer-readable program code) for causing processing circuitry 402 to perform the actions described herein. Thus, the computer-readable program code of computer program 420 may include software instructions to implement the functions of the examples described herein when executed by processing circuitry 402. In some examples, storage device 414 may be a computer program product (e.g., a readable storage medium) having stored thereon a computer program 420, at least a portion of which may be loadable (e.g., into a processor) to implement example functionality described herein when executed by processing circuitry 402. Processing circuitry 402 may act as a controller or control system for computer system 400 that implements functionality described herein.

[0070] Computer system 400 may include an input device interface 422 that may be configured to receive inputs and selections communicated to computer system 400 when executing instructions from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to processing circuit 402 via input device interface 422 coupled to system bus 406, but may also be connected via other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a universal serial bus (USB) port, an IR interface, etc. Computer system 400 may include an output device interface 424 configured to transmit output to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)), etc. Computer system 400 may include a communications interface 426 suitable for communicating with a network, as appropriate or desired.

[0071] The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, embodied in machine-executable instructions for causing a processor to perform the actions, or performed by a combination of hardware and software. Although a particular order of method actions may be shown or described, the order of the actions may be different. In addition, two or more actions may be performed in parallel or partially in parallel.

[0072] Example 1: An autopilot control system for a marine vessel, including a processing circuit configured to: receive a manual autopilot cancel request in response to a rudder of the vessel deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value associated with an autopilot mode of the vessel; set the autopilot mode to a paused state in response to receiving the manual autopilot cancel request, the paused state enabling manual steering of the vessel; receive a manual autopilot re-engagement request in response to the rudder being positioned within a boundary of the autopilot rudder angle value; and set the autopilot mode to an active state in response to receiving the manual autopilot re-engagement request, wherein autopilot of the vessel is engaged in the active state.

[0073] Example 2: The autopilot control system of example 1, wherein the autopilot rudder angle value corresponds to a neutral position of the rudder along the longitudinal axis of the vessel.

[0074] Example 3: The autopilot control system of any of the preceding examples, wherein the processing circuitry is configured to register a last known position of the rudder before receiving the manual autopilot request, and set the autopilot rudder angle value to the last known position of the rudder.

[0075] Example 4: The autopilot control system of any of the preceding examples, wherein the processing circuitry is configured to: register a last known autopilot profile for the vessel before receiving the manual autopilot cancellation request; and control an active state of the autopilot mode based on the last known autopilot profile after receiving the manual autopilot re-engagement request.

[0076] Example 5: The autopilot control system of example 4, wherein the autopilot profile includes a course-keeping or path-following operation that includes a speed of the vessel and a heading of the vessel.

[0077] Example 6: An autopilot control system according to any of the preceding examples, wherein the rudder is positioned within a boundary value of the autopilot's rudder angle value by a user manually operating an input device including a steering member connected to the rudder.

[0078] Example 7: The autopilot control system of any of the preceding examples, wherein the processing circuitry is further configured to acquire sensor data from one or more rudder angle transducers disposed on the rudder, and set the autopilot mode to an active state based on the sensor data.

[0079] Example 8: An autopilot control system according to any of the preceding examples, wherein the boundary value of the autopilot rudder angle value is a tolerance range for the autopilot rudder angle value, and the rudder is positioned within the tolerance range to set the autopilot mode to an active state.

[0080] Example 9: The autopilot control system of Example 8, wherein the tolerance range is based on one or more of vessel characteristics and environmental factors.

[0081] Example 10: The autopilot control system of Example 9, wherein the vessel characteristics include one or more of a design of the vessel, a speed of movement of the vessel, a load on the vessel, a load distribution on the vessel, and a steering mode of the vessel.

[0082] Example 11: The autopilot control system of Example 9 or 10, wherein the environmental factors include one or more of wind speed, wind direction, wave height, wave direction, wave period, current speed, and current direction.

[0083] Example 12: The autopilot control system of any of the preceding examples, wherein the processing circuit is further configured to receive sensor-acquired ambient data from one or more sensor units, and dynamically adjust a steering angle value of the autopilot and / or set the autopilot mode to the active state based on the sensor-acquired ambient data.

[0084] Example 13: The autopilot control system of any of the preceding examples, wherein the processing circuitry is further configured to receive route data from a route planning system and dynamically adjust a rudder angle value of the autopilot and / or set the autopilot mode to the active state based on the route data.

[0085] Example 14: The autopilot control system of Example 13, wherein the processing circuitry is further configured to set one or more waypoints based on the route data, and control automatic operation of the vessel based on the one or more waypoints while the autopilot mode is active.

[0086] Example 15: The autopilot control system of any of the preceding examples, wherein the processing circuitry is configured to: set an autopilot re-engagement delay timer; and, in response to the rudder being positioned within a boundary value of a rudder angle value of the autopilot for a period of time determined by the autopilot re-engagement delay timer, set the autopilot mode to the active state.

[0087] Example 16: The autopilot control system of any of the preceding examples, wherein the processing circuitry is configured to generate sensory feedback to a pilot of the vessel in response to the rudder being positioned within a boundary value of a rudder angle value of the autopilot.

[0088] Example 17: A ship equipped with the autopilot control system of any one of Examples 1 to 16.

[0089] Example 18: A computer-implemented method for autopilot control of a marine vessel, the method comprising: receiving a manual autopilot cancel request by a processing circuit of an autopilot control system in response to a rudder of the vessel deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value being associated with an autopilot mode of the vessel; in response to receiving the manual autopilot cancel request, the processing circuit sets the autopilot mode to a paused state, the paused state enabling manual operation of the vessel; in response to the rudder being positioned within a boundary of the autopilot rudder angle value, the processing circuit receives a manual autopilot re-engagement request; and in response to receiving the manual autopilot re-engagement request, the processing circuit sets the autopilot mode to an active state, wherein automatic operation of the vessel occurs in the active state.

[0090] Example 19: A computer program product comprising a program code for performing the method of example 18 when executed by a processing circuit.

[0091] Example 20: A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit, cause the processing circuit to perform the method of example 18.

[0092] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the 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. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including," when used herein, specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0093] In this specification, terms such as "first," "second," etc. may be used 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 could be referred to as a second element, and similarly, a second element could be referred to as a first element, without departing from the scope of the present disclosure.

[0094] Relative terms such as "below" or "upper" or "top" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of an element to another element as shown in the figures. It will be understood that these terms, and those 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" 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 present.

[0095] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill 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 should not be interpreted in an idealized or overly formal sense unless so expressly defined herein.

[0096] It will be understood that the present disclosure is not limited to the embodiments described above and illustrated in the drawings; rather, those skilled in the art will recognize that many variations and modifications may be made within the scope of this disclosure and the appended claims. Embodiments are disclosed in the drawings and specification for purposes of illustration only, and not for purposes of limitation, the scope of the present disclosure being set forth in the following claims.

Claims

1. 1. An autopilot control system for a marine vessel, comprising: a processing circuit, the processing circuit comprising: receiving a manual autopilot cancellation request in response to a vessel rudder deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value being associated with an autopilot mode of the vessel; setting the autopilot mode to a paused state in response to receiving the manual autopilot cancellation request, the paused state enabling manual steering of the marine vessel; and receiving a manual autopilot re-engagement request in response to the rudder being positioned within a boundary value of the autopilot rudder angle; setting the autopilot mode to an active state in response to receiving the manual autopilot re-engagement request, wherein automatic operation of the marine vessel occurs in the active state; and an autopilot control system configured to:

2. 2. The autopilot control system of claim 1, wherein the autopilot rudder angle value corresponds to a neutral position of the rudder along the vessel's longitudinal axis.

3. The processing circuitry registering the last known position of the rudder before receiving the manual autopilot cancellation request; setting the autopilot rudder angle value to the last known position of the rudder; The automatic control system of claim 1 configured to:

4. The processing circuitry recording a last known autopilot profile of the vessel prior to receiving the manual autopilot cancellation request, the autopilot profile including a course-keeping or path-following maneuver including a speed and direction of the vessel; after receiving the manual autopilot re-engagement request, controlling the active state of the autopilot mode based on the last known autopilot profile; 2. The autopilot control system of claim 1, configured to:

5. 5. The autopilot control system of claim 4, wherein the autopilot profile includes a course-keeping or path-following operation that includes a speed and direction of the vessel.

6. 2. The autopilot control system according to claim 1, wherein the positioning of the rudder within a boundary value of the rudder angle value of the autopilot is performed by a user manually operating an input device including a steering member connected to the rudder.

7. The processing circuitry Recognizing that the rudder is positioned within a boundary value of the rudder angle value of the autopilot based on sensor data acquired from one or more rudder angle transducers arranged on the rudder; The autopilot control system of claim 1 , further configured to:

8. 2. The autopilot control system of claim 1, wherein the boundary value of the autopilot rudder angle value is a tolerance range for the autopilot rudder angle value, and the rudder is positioned within the tolerance range to set the autopilot mode to an active state.

9. The autopilot control system of claim 8 , wherein the tolerances are based on one or more of vessel characteristics and environmental factors.

10. 10. The autopilot control system of claim 9, wherein the vessel characteristics include one or more of a design of the vessel, a speed at which the vessel is moving, a load on the vessel, a load distribution on the vessel, and a steering mode of the vessel.

11. 10. The autopilot control system of claim 9, wherein the environmental factors include one or more of wind speed, wind direction, wave height, wave direction, wave period, current speed, and current direction.

12. The processing circuitry receiving sensor-acquired ambient data from one or more sensor units; dynamically adjusting the steering angle value of the autopilot and / or setting the autopilot mode to an active state based on the ambient data acquired by the sensors; The autopilot control system of claim 1 , further configured to:

13. The processing circuitry receiving route data from a route planning system; dynamically adjusting the autopilot rudder angle value and / or setting the autopilot mode to an active state based on the route data; The autopilot control system of claim 1 , further configured to:

14. The processing circuitry setting one or more waypoints based on the route data; controlling an autopilot of the vessel based on the one or more waypoints while the autopilot mode is active; and 14. The autopilot control system of claim 13, further configured to:

15. The processing circuitry setting an autopilot re-engagement delay timer; setting the autopilot mode to an active state in response to the rudder being positioned within a boundary value of the autopilot rudder angle for a period of time determined by the autopilot re-engagement delay timer; 2. The autopilot control system of claim 1, configured to:

16. 2. The autopilot control system of claim 1, wherein the processing circuitry is configured to generate sensory feedback to the vessel operator in response to the rudder being positioned within a boundary of the autopilot rudder angle value.

17. A vessel equipped with the autopilot control system according to claim 1.

18. 1. A computer-implemented method for autopilot control of a marine vessel, comprising: a processing circuit in an autopilot control system receiving a manual autopilot cancellation request in response to the vessel's rudder deviating from an autopilot rudder angle value boundary, the autopilot rudder angle value being associated with an autopilot mode of the vessel; the processing circuitry setting the autopilot mode to a paused state in response to receiving the manual autopilot cancellation request, the paused state enabling manual steering of the marine vessel; and the processing circuit receiving a manual autopilot re-engagement request in response to the rudder being positioned within a boundary value of the autopilot rudder angle; the processing circuitry setting the autopilot mode to an active state in response to receiving a request to re-engage the autopilot, wherein automatic operation of the vessel occurs in the active state; and A method comprising:

19. 20. A computer program product comprising program code for performing the method of claim 18 when executed by a processing circuit.

20. 20. A non-transitory computer-readable storage medium containing instructions that, when executed by a processing circuit, cause the processing circuit to perform the method of claim 18.

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