System with command loop saturation and autopilot heading

Abstract

A stability control system configured to provide overall vessel pitch axis control through a combination of rapid symmetrical deployment of devices and engine trim adjustments, and overall roll and heading control by individually deploying devices to counteract roll motion and simultaneously adjusting engine steering position to counteract steering moments associated with device delta positions. The system includes software control strategies that include: (1) a command loop saturation strategy that reduces drag and / or maximizes roll performance to deliver consistent device delta positions even when one or more devices are at their minimum bias, achieving real-time stability on board, and (2) an autopilot heading strategy that includes a feedback loop with engine steering position / rudder position capable of generating a yaw moment and actuation means provided by at least one pair of devices.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of and priority to U.S. Provisional Patent Application No. 63 / 393,493, filed July 29, 2022, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates generally to a stability control system for achieving optimal implementation and control of the active dynamic motion of a vessel, ship, or boat (collectively referred to as a vessel for brevity). More specifically, the present disclosure is directed to an improved stability control system configured with a software-driven control strategy based on command loop saturation and autopilot heading to control the deployment of water engaging devices for the active dynamic control of the vessel. [Background technology]

[0003] The following terms are commonly used in the marine industry and are generally paraphrased here for clarity, but not strictly defined. "Trim control" generally refers to control of the vessel's average angle (averaged over one second or more) about its transverse axis (pitch axis). "List control" or "roll control" generally refers to control of the vessel's average angle (averaged over one second or more) about its longitudinal axis (roll axis). "Yaw control" generally refers to control of the vessel's average angle (averaged over one second or more) about its yaw axis. "Water Engaging Device (WED)" means a mechanical or electromechanical device configured to generate a variable amount of lift on a vessel by selectively engaging the device with or into a water current below or near the vessel's underside or transom surface when the vessel is traveling in a particular direction (or forward), or by varying the angle of attack of the device relative to the water current while the vessel is traveling forward. A WED may also be referred to as a controller in the systems disclosed herein, and any reference to a controller and / or a WED refers to the same device. WED "delta position" refers to the difference between the deployment of the port WED and the deployment of the starboard WED. "Deployment" refers to the selective actuation of the WED or a change in the WED angle of attack. A "roll moment" on a vessel generally refers to the result of a force applied to the vessel that rotates the vessel about its longitudinal axis (roll axis). A "pitch moment" on a vessel generally refers to the result of a force applied to the vessel that rotates the vessel about its transverse axis (pitch axis). A "yaw moment" on a vessel generally refers to the result of a force applied to the vessel that rotates the vessel about its vertical axis (yaw axis). For example, (1) a "roll moment" can occur when the port and starboard WEDs on a vessel are deployed asymmetrically, which can cause the vessel to roll. (2) a "yaw moment" can occur when the port and starboard WEDs are deployed asymmetrically, which can cause the vessel to change heading. (3) A "pitch moment" can occur when the port and starboard WEDs are deployed symmetrically, or when a single WED is deployed around the center of the vessel, causing the vessel to pitch.

[0004] A conventional technique for stabilizing a vessel when the vessel is moving forward involves uniformly deploying WEDs to generate continuous lift at the vessel's transom for trim control while allowing adjustment of the vessel's angle (e.g., along the roll, pitch, and yaw axes). A few examples of commercially available WEDs (which should not be considered exhaustive) include interceptors, trim tabs, and fins, as well as other similar devices that are similarly capable of engaging with the water flow and provide similar functionality.

[0005] Another technique for stabilizing a vessel when the vessel is not moving is a gyroscopic stabilization system, which, in one commercially available system, generates a torque proportional to the precession rate and angular momentum. In such a gyroscopic stabilization system, a torque is applied to one or more axes depending on the orientation of the spin axis and the precession angle of the spin axis. The magnitude of the torque applied to the roll, pitch, and / or yaw axes may be calculated as a function of the angular momentum, precession rate, precession angle, and precession orientation of a control moment gyroscope. The system disclosed herein allows for the calculation of an engine steering angle change (or rudder position change) that will offset the torque applied about the yaw axis from the control moment gyroscopic stabilization system.

[0006] Vessel stabilization technology is important for enjoying the pleasure of cruising on the water without random, environmentally induced disturbances to the vessel. Such disturbances (e.g., sudden, unexpected rolls) can cause discomfort and disorientation for passengers. In existing prior art systems, WEDs are designed and configured to control list and trim to bring the vessel to an average angle about the roll and pitch axes. Smaller vessels used in the leisure market generally have manually actuated WEDs, while larger vessels operating in commercial areas use automatically actuated WEDs to stabilize motion. However, such prior art systems do not combine dynamic active control with engine control for complete vessel stabilization.

[0007] Furthermore, there are no currently available prior art recreational or commercial stability control systems that incorporate software-based strategies for rapid deployment of water engaging devices to offset drag changes due to asymmetric deployment of the water engaging devices. For example, prior art systems do not employ software-based command loop strategies to achieve real-time vessel stability by mitigating roll motions while maintaining active dynamic control of the vessel. Furthermore, prior art systems generally do not comprise an autopilot heading strategy with a feedback loop based on engine steering position (or rudder position) capable of generating a yaw moment and actuation provided by at least one pair of trim tabs or interceptors.

[0008] In light of the above-mentioned disadvantages of prior art systems in the art of vessel stabilization, it is clear that there is a market need for an improved vessel stability control system, a Dynamic Active Control System (DACS) comprising a software-driven command loop and autopilot heading strategy for dynamic active control of a vessel that overcomes the above-mentioned disadvantages. Summary of the Invention [Problem to be solved by the invention]

[0009] The present disclosure is directed to a stability control system (Dynamic Active Control System (DACS)) configured to control vessel motion in all three axes simultaneously, namely, pitch, roll, and yaw, through rapid deployment and actuation of WEDs. The DACS is configured with proprietary inertial sensing hardware and software to learn, capture, identify, and / or predict various vessel motions in all three axes and command deployment of WED blades to counteract vessel pitch, roll, and yaw motions, as well as overall vessel pitch axis control facilitated by a combination of rapid symmetric deployment of WEDs (also referred to in the system disclosed herein as controllers) and engine trim adjustments. [Means for solving the problem]

[0010] A dynamic active control system (DACS) for a marine vessel includes a software module, a plurality of sensors, and a plurality of water engaging devices, each water engaging device including an actuator and a blade connected to the actuator, configured to be mounted near the transom of the marine vessel, the software module being communicatively and operatively connected to the plurality of sensors and each water engaging device, and responsively commanding actuation of the actuators and deployment of the blades based on data received from the plurality of sensors and a desired setting. The software module includes a control strategy that further commanding actuation of the actuators as a function of data received from the plurality of sensors related to the speed of the marine vessel, to generate a water engaging device delta position when one of the water engaging devices reaches a predetermined threshold value of either a depth of deployment of the one water engaging device or a speed of deployment of the one water engaging device. The predetermined threshold value of either a depth of deployment of the one water engaging device or a speed of deployment of the one water engaging device is defined as a bias for the one water engaging device.

[0011] In another embodiment, a method for providing dynamic active control of a marine vessel includes: (a) mounting a plurality of water engaging devices near a transom of the marine vessel, each water engaging device including an actuator and a blade connected to the actuator; (b) interfacing a software module having an embedded microprocessor-based control system with (1) a plurality of sensors and (2) each water engaging device, the plurality of sensors including at least one inertial sensor; and (c) responsively controlling actuation of the actuators and deployment of the blades based on data received from the plurality of sensors and a desired setting. (d) implementing a command loop saturation control strategy in the software module, including further actuating an actuator to generate a steady water engaging device delta position when one of the water engaging devices reaches a predetermined level of bias; measuring data representative of the motion of the vessel received from at least one inertial sensor; and (e) implementing a further command loop saturation control strategy in the software module to iteratively (1) either reduce drag and maximize roll performance of the vessel, and (2) stabilize the vessel in real time based on the measuring step.

[0012] In another embodiment, the DACS is configured to provide overall control of the vessel's roll axis and heading by individually deploying each WED to offset roll motion and simultaneously adjusting the engine steering position (or rudder position) to offset the steering moment associated with the individually deployed WED. In alternative embodiments, the WEDs may be referred to herein as controllers, and / or the controllers may be referred to as WEDs in the DACS disclosed herein. The novel DACS disclosed herein is capable of (1) simultaneous control of motion in all three axes (overall vessel pitch axis control) by combining rapid symmetric deployment of WEDs with engine trim adjustments; (2) overall roll and heading control by individually deploying each WED to offset roll motion and simultaneously adjusting the engine steering position to offset the steering moment associated with the WED delta position; and (3) adjusting the engine steering angle to offset the yaw moment generated by a gyroscopic stabilization system. As disclosed herein, the global pitch axis control strategy includes symmetrically deploying multiple water engaging devices at a deployment rate of 100 mm / s or greater while simultaneously adjusting engine trim actuators. Similarly, the global roll and heading control strategy includes individually deploying multiple WEDs at a deployment rate of 100 mm / s or greater to offset measured roll motion, while simultaneously adjusting steering actuators to offset measured yaw motion resulting from the individual deployments and adjusting steering actuators to offset measured yaw motion generated by a gyroscopic stabilization system adapted for installation on the marine vessel.

[0013] In another embodiment, the DACS enables automatic adjustment of engine steering angle to counteract drag moments resulting from asymmetrically positioned delta positions of the WED (i.e., the difference between port and starboard WED deployment). The DACS includes an embedded microprocessor-based software module located within the operating console, the software module communicatively and operatively connected to the vessel's engines (via the engine control module). The software module may be configured to interface with third-party systems (e.g., navigation systems) to communicate and exchange data and information. At least one actuator (a component of the water engagement device (WED actuator)) is digitally communicatively and operatively connected to the software module, and the WED is configured to read a signal input from the software module and automatically generate a WED delta position change that counteracts roll motion resulting from the steering position change.

[0014] As described in detail herein, the DACS includes an engine having an embedded engine control module communicatively and operatively connected to a software module, and a plurality of WED actuators mounted on the transom of the vessel and adapted to be communicatively and operatively connected to the software module. The software module is further configured to transmit a signal to command a desired WED delta position to counteract dynamic motion of the vessel during operation of the vessel. In addition, the software module is further configured to measure a relationship between the engine steering angle and the WED delta position and provide a signal output to the WED actuators. Specifically, the software module provides a first signal output to the plurality of WED actuators commanding a WED delta position to counteract dynamic motion of the vessel. The software module further measures a relationship between the engine steering angle and the water engagement device delta position and, in response thereto, provides a second signal output to the plurality of water engagement device actuators. In response to receiving the second signal, the plurality of water engagement device actuators automatically generate a change in the water engagement device delta position to counteract roll motion due to a steering position change.

[0015] In another embodiment, the software module is further configured with a blade deployment safety limit (SBDL) control strategy (a smart control strategy that uses proprietary control software in combination with hardware), where the SBDL is configured to limit the maximum depth of deployment and / or the maximum speed of deployment (also referred to as bias) of the water engaging device as the vessel accelerates or decelerates (as will be described in more detail in the detailed disclosure below). The SBDL is further configured to hold the deployment (depth / speed) bias static within a specific limited configuration (e.g., associated with vessel speed) until the vessel speed is reduced to a predetermined value (e.g., until the vessel speed reaches 5 miles per hour).

[0016] A microprocessor-based control system is embedded in the software module, and the software module is further communicatively and operatively connected to a plurality of sensors. In another embodiment, the plurality of sensors may be incorporated (embedded) in the software module. The system further includes a gyroscopic stabilizer disposed on the vessel and adapted to be communicatively and operatively connected to the software module. The control system measures vessel motion with the inertial sensors during vessel operation and provides a signal output to the steering actuator to automatically adjust the steering position to offset measured changes in the output from the steering position sensor (a) in response to the yaw axis motion measured by the inertial sensors and (b) based on empirical estimates of the yaw torque generated by the gyroscopic stabilizer and the water engaging device delta position commanded by the control system.

[0017] The software module is further connected to a power distribution / distribution module, which is configured as a pass-through module / device that installs wiring and provides connection points and power distribution / distribution points for various components of the DACS. The software module is further communicatively coupled to (1) a plurality of sensors (e.g., motion sensors located within the vessel), (2) a pair of actuators mounted near the transom for deploying and retracting the WED, (3) an engine (or propulsion unit) having an embedded engine control unit (ECU) for controlling adjustable trim, height, and / or steering position / direction, and / or (4) a gyroscope stabilization device. The plurality of sensors includes at least one of a multi-axis inertial sensor that measures rates or accelerations occurring in multiple vector axis directions during vessel operation, an accelerometer sensor that measures longitudinal acceleration, width acceleration, and vertical acceleration of the vessel, respectively, and a roll rate sensor (RRS), a pitch rate sensor (PRS), and a yaw rate sensor (YRS) that measure roll rate, pitch rate, and yaw rate of the vessel, respectively. Further, at least one sensor of the plurality of sensors is configured to measure and report data related to the retraction and deployment of the WED / controller, as well as data related to the steering angle, trim position, and height of the engine while the vessel is operating.

[0018] The software module may further be configured with proprietary machine learning / artificial intelligence algorithms to automatically optimize the vessel's operating characteristics and to predict and respond instantaneously to eliminate undesirable vessel movements that may cause discomfort, disruption, and discomfort to the vessel operator or passengers before they are felt by the operator. This artificial intelligence-based system is configured to learn how the vessel is behaving in all three axes and automatically command WED deployment and / or engine trim, height, and / or steering adjustments to counteract the vessel's pitch, roll, and / or yaw to achieve the perception of stable, controlled operation. Additionally, the AI-based system disclosed herein may make engine steering position adjustments necessary to control the vessel's heading.

[0019] The software module may receive the signal (related to the WED delta position) while the vessel is in operation, determine what action is needed, and send a signal to an actuator to take that action (e.g., action to counteract roll motion), while automatically adjusting the engine steering position to counteract the steering moment associated with the WED delta position. As disclosed herein, the system is capable of receiving steering positions from the engines over a digital communication bus with multiple sensors located throughout the vessel (either embedded in the software module or communicatively and operatively connected), calculating the change in steering position over a particular time series, relating the change in steering position / rudder position to a change in roll angle, and automatically adjusting the WED delta position as a result of this predicted change in roll angle.

[0020] In yet another embodiment, the DACS is further configured with a software-based control strategy (a software module configured with a command loop saturation strategy) to mitigate drag and / or maximize roll performance of the vessel. As further described in the detailed disclosure herein, the software module is configured with a command loop saturation strategy to mitigate drag and / or maximize roll performance to enable delivery of consistent WED delta positions even when one or more WEDs are at their minimum bias, thereby achieving real-time vessel stability. Additionally, the DACS software module is further configured with an autopilot heading strategy that includes a feedback loop with engine steering position / rudder position capable of generating a yaw moment and actuation means provided by at least one pair of water engagement device actuators.

[0021] In addition to the software modules, the operations console includes an optional multifunction display unit and / or an operations input device (e.g., a keypad), and these components are communicatively and operatively connected to one another via a digital communication bus. In another embodiment, the operations console serves as a control station for the vessel operator and may support a steering wheel, control lever, or other similar device or steering mechanism (other types of wheels, joysticks) for steering the vessel. The software modules communicatively coupled with the WED (controller) are further configured to provide power, communication, and / or data to the ECU and actuators that rapidly deploy the WED.

[0022] In another embodiment, the DACS includes an actuator with at least one WED mounted on the transom of the vessel and digitally connected to a software module. The system is capable of determining a WED delta position required to counteract dynamic vessel motion by measuring the relationship between engine steering angle and WED delta position, monitoring all data related to the WED delta position, and interpreting it as impending changes in the vessel's yaw rate, heading, and roll angle. Specifically, the system is capable of (A) controlling the vessel's heading and making adjustments to the engine steering angle required to offset heading changes resulting from the WED delta position, and (B) measuring changes in steering position, predicting the resulting roll motion resulting from the steering position change, and ultimately automatically generating a WED delta position to offset the roll motion caused by the steering position change.

[0023] As further described in the detailed disclosure herein, the DACS may be configured to monitor the measured yaw rate, individually deploy each WED, and simultaneously provide vessel overall yaw axis control to counteract dynamic vessel motion in the yaw axis by adjusting such deployment in response to the measured yaw rate to reduce the measured yaw rate. The system described herein is capable of receiving operator commands (desired trim angle) and (A) adjusting the WED average positions as well as the engine trim angle to achieve the operator's desired trim angle, and (B) adjusting the relationship between engine trim and WED average position to optimize either DACS system performance or the fuel efficiency of the vessel's engines.

[0024] The DACS may be configured to monitor all data related to the individual deployment of the WEDs and interpret it as an impending change in the vessel's yaw rate, heading, and roll rate. Based on the received data, the system can exercise overall control of the roll axis and heading by individually deploying each WED to counteract the roll axis moment and simultaneously adjusting the engine steering position to counteract the steering moment associated with the individual deployment of the controller. The DACS may also be configured to adjust the engine steering angle to counteract the yaw moment generated by the gyroscopic stabilization system.

[0025] Specific embodiments are shown in the drawings. It should be understood, however, that the present disclosure is not limited to the arrangements and instrumentality shown in the attached drawings.

[0026] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate several aspects of the disclosure and, together with the detailed description, serve to explain the principles of the embodiments. [Brief explanation of the drawings]

[0027] [Figure 1] 1 illustrates an embodiment of a dynamic active control system with engine control according to an aspect of the present disclosure, including at least one pair of water engagement devices, a software module, an engine having an engine control module, and a gyroscopic stabilization system, all connected to each other and to various other modules and components. [Figure 2] ~ [Figure 3] 1 illustrates a fully deployed and fully retracted water engagement device according to one aspect of the present disclosure. [Figure 4] ~ [Figure 5] 1 illustrates a symmetrical deployment of at least one pair of water-engaging devices according to one embodiment of the present disclosure. [Figure 5]1 illustrates the individual deployment of at least one pair of water engagement devices according to one embodiment of the present disclosure. [Figure 6] 1 illustrates an instruction loop saturation strategy according to one aspect of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0028] For the purposes of promotion and understanding of the principles disclosed herein, reference will now be made to preferred embodiments illustrated in the drawings and specific language will be used to describe the same.

[0029] As shown in FIG. 1 , the vessel 2000 includes a DACS 1000 having a software module 202 that resides within an operations console 200 and / or is mounted near the steering of the vessel 2000. The software module 202 is communicatively coupled to an engine and a power distribution / distribution module 400, the engine having an embedded engine control module 302, the power distribution / distribution module 400 being located near the transom of the vessel 2000 and primarily used to provide power and communication signals to the various components of the DACS 1000. The operations console 200 serves as a control station for the vessel operator and may support a steering wheel, control levers, or other similar devices for steering and / or maneuvering the vessel 2000. The software module 202 is communicatively coupled to the engine control module 302 and configured to operate various operating algorithms for dynamic active control of the vessel 2000, enabling control of adjustable engine trim, height, and / or steering position / direction. As further shown in FIG. 1, the driving console 200 may include, in addition to the software modules 202, an optional multifunction display unit 202 and / or driving input devices 204 (e.g., a keypad), which components are communicatively and operatively connected to one another via a digital communication bus.

[0030] 1 , the software module 202 includes a memory and an embedded programmable processor and is configured to read data from the memory related to vessel performance characteristics and provide the data to the processor to operate various operating algorithms for dynamic active control of the vessel 2000. For example, the memory of the software module 202 may store any data related to the vessel's operating performance (e.g., data related to catastrophic failures of vessel systems or components). A plurality of sensors are communicatively and operatively coupled to the software module 202. As shown, the software module 202 is communicatively and operatively coupled to: (1) a plurality of sensors (e.g., motion sensors disposed within the vessel), (2) at least one pair of actuators mounted near the transom of the vessel 2000 for deploying and retracting the WEDs 602, 606, and / or (3) the gyroscope stabilizer 500. In another embodiment, additional WEDs, for example, two pairs of WEDs with actuators (which may also be referred to as WEDs) mounted near the transom of the vessel 2000 and configured to be deployed and retracted, are substantially identical in structure and function in a substantially similar manner. In another embodiment, multiple sensors may be incorporated or embedded in the software module 202. Furthermore, at least one sensor of the multiple sensors is configured to measure and report data related to the retraction and deployment of each WED / controller (602, 606), as well as data related to the steering angle, trim position, and height of the engines while the vessel is operating.

[0031] The software module 202 is communicatively coupled to the engine control module 302 of the engine of the vessel 2000 and is further configured to provide power, communication, and / or data to the actuators for rapid deployment of the WEDs 602, 606. Additionally, as shown in FIG. 1 , the software module 202 may be connected to other peripheral devices, i.e., additional sensors (e.g., GPS sensors, voltage sensors, encoders, current sensors, temperature sensors, and / or other sensors) via a digital communication bus, and the software module 202 is primarily responsible for measuring and feeding data to the actuators connected to the engine control module 302 and / or the WEDs 602, 606, as well as measuring and calculating various performance characteristics for dynamic active control of the vessel 2000.

[0032] As shown, in the DACS 1000 disclosed herein, the power distribution / delivery module 400 may be mounted and positioned near the transom of the vessel 2000, and the operation console 200 (including the software module 202) may be mounted near the steering gear but not near the transom of the vessel 2000. The various modules (specifically, the engine control module 302, the software module 202, and the actuators for the WEDs (602, 606)) are communicatively coupled to each other via industry-standard power / communication cables. The WEDs may be mounted on or near the transom of the vessel, and the WED actuators may be configured to provide high-speed deployment of the WEDs at 100 mm per second or greater (preferably greater than 250 mm per second). The system 1000 is further designed to enable the software module 202 to generate a signal (e.g., a wake signal) to communicate a "power on" (wake-up) status to various components of the system (i.e., the engine control module 302 and other components of the operation console 200 (displays, input devices, etc.), as well as the actuators that rapidly deploy the WEDs 602, 606) while the vessel 2000 is in operation.

[0033] Referring again to FIG. 1 , software module 202 is further configured to store and display specific information (e.g., route maps, chart plots, etc.) to provide reliable vessel navigation and guidance to the operator of vessel 2000. Such navigation and guidance may include providing connectivity to an OEM-specific Internet Protocol (IP) for network interface identification and location addressing, as well as providing an easy-to-use user interface (UI) to the vessel operator. For example, software module 202 may provide information / commands to the engine and steering systems to correct yaw and trim to keep the vessel from deviating from its current course. Software module 202 is primarily an embedded computing device running a specific type of Linux® or other operating system providing equivalent functionality. As mentioned above, system 1000 also includes several additional user input devices (e.g., a keypad, a steering wheel, and one or more throttle / soft levers). Each device in communication with the software module 202 is configured to provide commands (input signals) to a processor, which communicates with the actuators associated with each WED (602, 606) via actuator power / communication cables, as shown in FIG. 1, and provides instructions to the actuators to rapidly deploy the WEDs / controllers 602, 606.

[0034] Software module 202 further includes a plurality of multi-axis inertial sensors that measure velocity or acceleration occurring along a plurality of vector axes during operation of vessel 2000. Software module 202 is configured to be communicatively and operatively coupled to the plurality of multi-axis inertial sensors, such as accelerometer sensors that measure acceleration along the x-axis (longitudinal acceleration), y-axis (spanwise acceleration), and z-axis (vertical acceleration), and sensors that measure roll rate, pitch rate, and yaw rate (roll rate sensor (RRS), pitch rate sensor (PRS), and yaw rate sensor (YRS) respectively). The present disclosure also encompasses embodiments that include six-axis, nine-axis, or magnetometer sensors, or other similar sensors, for various measurements (e.g., velocity, acceleration, force, torque, etc.) occurring during dynamic active control of the vessel. The software module 202, which is communicatively connected to the WEDs 602, 606, may be programmed to act (make certain repetitive decisions) based on information received from attitude sensors (e.g., pitch and roll) and from Global Positioning System (GPS) sensors located at pre-selected fixed locations on the vessel 2000.

[0035] Referring again to Figure 1, the DACS 1000 includes at least one pair of WEDs mounted on the transom of the vessel 2000 and configured for rapid deployment of the WEDs 602, 606, and the system 1000 provides overall vessel pitch axis control through rapid symmetric deployment of the WEDs 602, 606 in combination with engine trim adjustment. As shown, the WEDs 602, 606 are mounted on the transom of the vessel 2000 and configured for rapid deployment into the water at 100 mm per second or greater (preferably greater than 250 mm per second). Figures 2 and 3 illustrate a fully deployed and fully retracted water engagement device according to one embodiment of the present disclosure.

[0036] As shown in FIG. 4, the DACS 1000 is also configured to provide overall vessel pitch control by symmetrically deploying the WEDs 602, 606 in combination with engine trim adjustments to achieve optimal vessel stability control. For example, if the WED 602 is to be lowered only halfway (50 percent), a sensor can send a signal to the software module 202, which can in turn command an actuator attached to the WED 602 to adjust the elevation position of the WED 602. The DACS 100 can further optimize the relationship between the WED bias and engine trim to provide the best dynamic active control of the vessel. As further shown in FIG. 5, the system 1000 is further configured to provide overall roll and heading control by independently deploying the WEDs 602, 606 to (1) adjust the engine steering position to counteract roll motion and simultaneously counteract the steering moment associated with the WED delta position, and (2) adjust the engine steering angle to counteract the yaw moment generated by the gyroscopic stabilization system. The software module 202 contains various algorithms that implement a proportional-integral-derivative (PID) control loop that continuously captures data regarding the difference between the commanded roll angle and the measured roll angle (delta angle) and provides responsive and accurate corrections to the delta position between WED602 and WED606 on the port and starboard sides of the vessel 2000, respectively (as shown in Figures 4 and 5).

[0037] In another aspect of the present disclosure, the system 1000 continuously monitors and measures data / feedback from sensors while the vessel 2000 is in operation and sends command signals to the actuator system to rapidly deploy the WEDs 602, 606 to offset certain dynamic active motions of the vessel (e.g., motions in the 0-3 Hz frequency spectrum across the roll, yaw, and pitch axes) to achieve the required dynamic active control of the vessel.

[0038] In another aspect of the present disclosure, the DACS 1000 disclosed herein is configured to control the heading of the vessel 2000 and make adjustments to the engine steering angle required to offset the resulting change in heading due to the WED delta position. The DACS 1000 is capable of measuring changes in steering position to predict the resulting roll motion caused by the steering position change, and simultaneously automatically generating a WED delta position that offsets the roll motion ultimately resulting from the steering position change.

[0039] In another aspect of the present disclosure, the DACS 1000 is configured to adjust the trim angle of the vessel 2000 by symmetrically deploying the WEDs 602, 606 (as shown in FIG. 4 ) in combination with engine trim adjustments. Controlling the engine trim adjustments provides the operator and / or system with an opportunity to optimize the fuel efficiency or stability performance of the vessel 2000. By ensuring that the WEDs 602, 606 maintain an average non-zero position (i.e., “bias”), and by adjusting the engine trim to accommodate that bias, the performance of the vessel 2000 is further optimized. Furthermore, the DACS 1000 is configured to optimize the engine trim for fuel efficiency purposes by delivering the commanded trim, even if that action results in less-than-optimal DACS performance.

[0040] In yet another aspect of the present disclosure, the software module 202 is further configured with a Safe Blade Deployment Limit (SBDL) control strategy, i.e., configured to read and interpret data from the vessel acceleration / deceleration versus blade deployment curve relationship, the content of which is embedded in the software module's 202 proprietary program. As described above, the software module includes a control strategy that further iteratively commands the actuation of the actuators to generate a water engaging device delta position when a water engaging device reaches a predetermined threshold value for either the depth of deployment of the water engaging device or the speed of deployment of the water engaging device as a function of data received from a plurality of sensors related to the vessel speed.

[0041] This smart, proprietary control software strategy first reads, measures, and interprets data continuously (in a continuous loop) to drive the SBDL to control or limit the depth and / or rate of deployment (bias) of the water engaging devices at various speeds while the vessel is operating. The novel and unique SBDL is able to vary the bias when the vessel 2000 is accelerating or decelerating by controlling the bias as a function of the speed of the vessel 2000. For example, if the vessel 2000 accelerates while traveling at 25 miles per hour, the bias of the water engaging devices may be 1 inch. Conversely, if the vessel 2000 decelerates while traveling at 25 miles per hour, the SBDL may limit the bias to 0.5 inches (instead of 1 inch).

[0042] In yet another aspect of the present disclosure, the DACS disclosed herein enables at least two optimization strategies by allowing the DACS to be controlled by the WED mean position and by the engine trim. The DACS is configured to receive a desired trim angle from the operator and adjust the WED mean position and the engine trim angle to achieve the operator's desired trim angle. As disclosed herein, the DACS is configured to adjust the relationship between the engine trim and the WED mean position to optimize either DACS system performance or engine fuel efficiency.

[0043] In another aspect of the disclosure, the system 1000 is configured to adjust the engine steering position (by measuring the changing drag force) to counteract the yaw moment associated with the delta deployment of the WEDs 602, 606 during operation as the vessel 2000 moves through the water. The software module 202 may send a signal to the engine control module 302 of the engine to adjust the engine steering position.

[0044] 1-5, DACS 1000 is configured to measure the relationship between engine steering position and desired WED delta position, i.e., the difference between the starboard WED and port WED positions and their average positions. For example, as the WED delta position is increased, software module 202 sends a signal to engine control module 302 to adjust the steering position of the vessel's 2000 engines. The ability of system 1000 to offset the steering moment associated with WED delta deployment (by measuring the changing drag force) helps optimize overall roll and heading control, as disclosed herein.

[0045] In another embodiment, while the vessel 2000 is operating, the roll axis global control system generates a delta position between the vessel's port and starboard sides to generate anti-roll torque (used to counteract roll motion of the vessel 2000 caused by waves, weight imbalance, or other causes). During such an event, the delta position increases the deployment command for one WED (e.g., 602) and decreases the deployment command for the other WED (e.g., 606) (or retracts the other WED). The WED delta is proportional to the roll motion; generally, the more the WED is deployed, the higher the average position of the WED. A higher bias is then generated, which causes a reduction or decrease in the trim angle of the vessel 2000. In some situations, during operation, the operator may require the vessel 2000 to have the highest possible trim angle, thereby generating a minimal bias command for the WEDs (602, 606). Once the WED bias is at its minimum, the controller attempts to counteract the roll motion of the vessel 2000 by increasing the delta position between the port and starboard WEDs. However, for optimal performance, i.e., to increase the delta position while minimizing the effect on the bias, one WED must increase its deployed position while the other WED must simultaneously decrease its deployed position (or be retracted). In such a situation, the performance of the vessel 2000 may be affected. For example, if the bias is already at its minimum, the WEDs cannot be further decreased in deployed position, thereby preventing the desired anti-roll torque from being achieved.

[0046] To overcome such shortcomings, as disclosed herein, software module 202 is configured with a novel and unique command loop saturation strategy (saturation strategy) to further stabilize vessel 2000 operation. The saturation strategy (saturation strategy) can (a) reduce drag and / or maximize roll performance, and (b) achieve real-time vessel stability by mitigating roll motion while maintaining dynamic active control (described further herein) of vessel 2000. The novel command loop saturation (saturation strategy) "loops" a negative command directed to a WED at its minimum position, inverts its sign, and adds it to a WED that is increasing its position. Thus, command loop saturation delivers the desired WED delta position even when a minimum bias command is generated for the WED, as shown in FIG. 6.

[0047] As further shown in FIG. 6 , the saturation strategy as part of the stability control system (dynamic active control system) allows for a consistent WED delta position command to be applied for the illustrated bias commands for the port and starboard WEDs where, without the saturation strategy, a negative deployment command would have occurred for one of the WEDs. The saturation strategy allows for the delivery of the maximum trim angle without compromising the ability to deliver the WED delta position. Such a smart saturation strategy can also affect drag and fuel efficiency. As disclosed herein, in this embodiment, the saturation strategy allows for the delivery of the minimum bias (and therefore the minimum drag) without compromising the ability to deliver and / or generate the WED delta position. Once activated, the software module-driven saturation strategy may command the desired delta positions of the multiple WEDs, identify the current delta position and water engagement device position, and reduce the deployment of the less deployed WED (or either WED if both are deployed equally) to zero if the current deployment is measured to be less than the commanded delta amount. Furthermore, if the software module continues to read the current less deployed actuator blade / WED position as less than the commanded delta amount, the saturation strategy may decrease, maintain, or increase the deployment of the more deployed (or other) actuator blade / WED so that the commanded delta position is achieved.

[0048] The saturation strategy controls optimal deployment of the WED between a fully deployed position (shown in FIG. 2) and a fully retracted position (shown in FIG. 3) such that overall dynamic active control of the vessel is maintained. The novel saturation strategy provides an opportunity for only one blade to be deployed such that a commanded delta position is achieved, thereby preventing the vessel from losing control and achieving a preferred operating mode for the vessel 2000. Additionally, as described above, the software module 202 is further configured with an autopilot heading strategy that includes a feedback loop with engine steering position / rudder position capable of generating a yaw moment and actuation means provided by at least one pair of water engagement device actuators.

[0049] In another aspect of the present disclosure, the software module 202 can receive and process data related to the steering position of the engines of the vessel 2000. Specifically, the processor is programmed to measure the relationship between the engine steering position and the delta positions of the WEDs 602, 606. Based on the measured data, the software module 202 can generate and send predictive signals to actuators to adjust the WEDs 602, 606 to individually deploy each WED 602, 606 to counteract the roll motion and simultaneously adjust the engine steering position to counteract the steering moment associated with the WED delta position, as shown in FIG. 5. As further shown in FIGS. 4 and 5, the software module 202 can instruct the actuator mechanism to adjust the deployment of one or more of the WEDs 602, 606 by moving the WEDs 602, 606 (or additional WEDs) together, by moving only one of the WEDs 602 or 606, or by moving them in various combinations. When two or more WEDs move, they may deploy at the same scale as each other, moving parallel or in opposite directions, simultaneously as needed, or at different scales, thereby allowing for rapid symmetrical deployment in combination with engine trim adjustments to offset unwanted roll and pitch motions and optimize pitch axis control of the entire vessel.

[0050] In another aspect of the disclosure, DACS 1000 provides the operator with the option to control and change (as needed) the commanded roll angle of vessel 2000. The operator can choose to dynamically change the commanded roll angle and / or be instructed through the user interface whether to heel the vessel so that its port side drops if a wave hits the vessel's starboard side while the vessel 2000 is operating.

[0051] This data processing and calculation, specifically, processing signals in the software module 202 to change the deployment angle of the WED / controllers 602, 606 based on the difference between the commanded roll angle and the actual (measured) roll angle, is one of the key innovative features of the improved DACS. The driver may change the commanded roll angle (e.g., between -5 and +5 degrees), which triggers a decision loop in the control system to generate an output signal that commands the actuator system to rapidly (greater than 100 mm per second) delta deploy the WEDs 602, 606.

[0052] It should be understood that the above is merely a detailed description of some examples and embodiments of the present disclosure, and various modifications to the disclosed embodiments may be made in accordance with the disclosure made herein without departing from the spirit or scope of the present disclosure. Therefore, the above description is not intended to limit the scope of the present disclosure, but is intended to provide a level of disclosure that enables those skilled in the art to practice the present disclosure without undue burden. It should be further understood that the scope of the present disclosure fully encompasses other embodiments that will become apparent to those skilled in the art.

[0053] "Differential" and "differentially" are defined herein to include unequal, off-center, and / or differences in angle, speed, rate, direction, direction of motion, power, force, moment, inertia, mass, balance, application of comparables, etc. The terms "dynamic" and / or "dynamic active control" may mean that action is taken immediately at the moment needed. When the term "immediately" is used in this application, it means that control action is taken with a degree of responsiveness to prevent or mitigate the vessel's motion and attitude just before the vessel's motion and attitude would otherwise occur in an uncontrolled manner. Those skilled in the art will understand that while the control objective is achieved, there may be a relationship between sensed motion parameters and required response in terms of a maximum overall delay. "Dynamic" and / or "dynamic active control" may be used in describing interactive hardware and software systems that include differential forces and may be characterized by continuous change and / or activity. "Dynamic" may also be used to describe the interaction between the vessel and its environment. As noted above, a vessel may be subjected to a variety of dynamic forces arising from its propulsion system as well as from the environment it operates in. Reference to the attitude of a vessel may be defined relative to three axes of rotation, including pitch attitude or pitch rotation about the Y axis (spanwise axis, sway axis), roll attitude or roll rotation about the X axis (longitudinal axis, surge axis), and yaw attitude or yaw rotation about the Z axis (vertical axis, heave axis).

[0054] Various features of the exemplary embodiments described herein may be implemented using hardware, software, or a combination of hardware and software, and may be implemented in one or more computer systems or other processing systems. However, the manipulations performed in these embodiments are often referred to using terms such as "determining," which are typically associated with mental operations performed by a human operator. No such capability of a human operator is required for any of the operations described herein; that is, the operations may be performed entirely by machine operations. Machines useful for performing the operations of the exemplary embodiments described herein include general-purpose digital computers or similar devices. With respect to hardware, a CPU typically includes one or more components, such as one or more microprocessors that perform arithmetic and / or logical operations necessary for program execution, a storage medium (e.g., one or more disk drives or memory cards (e.g., flash memory)) for storing programs and data, and a random access memory for storing temporary data and program instructions. With respect to software, a CPU typically includes software resident on a storage medium (e.g., a disk drive or memory card) that, when executed, causes the CPU to perform transmit and receive operations.

[0055] The CPU software may operate on an operating system (e.g., UNIX, Windows (e.g., NT, XP, Vista), Linux, etc.) stored on the storage medium and may conform to a variety of protocols (e.g., Ethernet, ATM, TCP / IP, CAN, LIN, and / or other connection or connectionless protocols). As is known in the art, a CPU may run a variety of operating systems and include a variety of types of software, each type dedicated to a different function, such as processing and managing data / information from a particular source or converting data / information from one format to another. Thus, it should be understood that the embodiments described herein should not be construed as limited to use with any particular type of server computer, but rather may be used with any other type of device suitable for facilitating the exchange and storage of information.

[0056] The CPU may be a single CPU or may include multiple individual CPUs, each dedicated to a separate application (e.g., data applications, audio applications, and video applications, etc.). Software implementations of the exemplary embodiments described herein may be provided as a computer program product (i.e., software), which may include an article of manufacture (including instructions) on a machine-accessible or non-transitory computer-readable medium (i.e., medium also referred to as a "machine-readable medium"). The instructions on the machine-accessible or machine-readable medium may be used in programming a computer system or other electronic device. The machine-readable medium may include, but is not limited to, a floppy disk, an optical disk, a CD-ROM, a magneto-optical disk, a USB memory stick, and an SD card, or other type of medium / machine-readable medium suitable for storing or transmitting electronic instructions. The technology described herein is not limited to any particular software configuration. The technology described herein may find applicability in any computing or processing environment. The terms "machine-accessible medium," "machine-readable medium," and "computer-readable medium," as used herein, are intended to encompass any non-transitory medium that is capable of storing, encoding, or transmitting sequences of instructions for execution by a machine (e.g., a CPU or other type of processing device) that cause the machine to perform any of the methods described herein. It is common in the art (as would be expected by one skilled in the art) to refer to software, in one form or another (e.g., program, procedure, process, application, module, entity, logic, etc.), as taking an action or causing a result. Such expressions are merely a shorthand way of stating that execution of software by a processing system causes the processor to perform an action and cause a result.

[0057] The use of the words "a," "an," and "the," and similar referents in the context of describing the present invention (particularly in the context of the claims below) should be construed as encompassing both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The words "comprising," "having," "including," and "containing" should be construed as open-ended terms (i.e., meaning "including, but not limited to"), unless otherwise indicated. The recitation of numerical ranges herein is intended merely to serve as a shorthand method for individually referencing each value falling within that range, unless otherwise indicated herein, and each value is incorporated herein as if it were individually recited herein. All methods described herein may be performed in any suitable order unless otherwise indicated herein or clearly contradicted by context.

[0058] Any examples or exemplary phrases (e.g., "such as") given in this specification, unless otherwise claimed, are intended merely to clarify the present invention and do not limit the scope of the present invention. It should be understood that the above is merely a detailed description of some examples and embodiments of the present disclosure, and various modifications to the disclosed embodiments may be made in accordance with the disclosure made herein without departing from the spirit or scope of the present disclosure. Therefore, the above description is not intended to limit the scope of the present disclosure, but is intended to provide a disclosure to the extent that those skilled in the art can practice the present disclosure without undue burden.

[0059] It is further understood that the scope of the present disclosure fully encompasses other embodiments that may become apparent to those skilled in the art. Features illustrated or described as part of one embodiment may be used on another embodiment to yield a still further embodiment. Accordingly, the present disclosure is intended to cover such modifications and variations as come within the scope of the appended claims and their equivalents. Those skilled in the art will appreciate that this description is merely of exemplary embodiments and is not intended to limit the broader aspects of the present disclosure, which are embedded in the exemplary configurations.

Claims

1. 1. A dynamic active control system for a marine vessel, comprising: Software module, sensors, and water-engaging devices Including, each said water engaging device including an actuator and a blade connected to said actuator and configured to be mounted near a transom of said vessel; the software module is communicatively and operatively connected to the plurality of sensors and each water engaging device and responsively commands actuation of the actuators and deployment of the blades based on data received from the plurality of sensors and a desired setting; the software module further includes a control strategy that iteratively commands operation of the actuators to generate a water engagement device delta position when one of the water engagement devices reaches a predetermined threshold of either a depth of deployment of the one of the water engagement devices or a speed of deployment of the one of the water engagement devices as a function of data received from the plurality of sensors related to a speed of the vessel. system.

2. the control strategy is further configured to repeatedly command actuation of the actuators to generate a maximum trim angle without changing the water engagement device delta position. The system of claim 1 .

3. 2. The system of claim 1, wherein a predetermined threshold of either the depth of deployment of the one of the water engaging devices or the speed of deployment of the one of the water engaging devices is defined as a bias of the one of the water engaging devices.

4. an adjustable steering position controller embedded in the engine control module, the software module further configured to: (a) provide a first signal output to the plurality of water engagement device actuators commanding a water engagement device delta position to inhibit dynamic motion of the vessel; and (b) measure a relationship with the water engagement device delta position and provide a second signal output to the plurality of water engagement device actuators in response to the result of the measurement; Further comprising: the plurality of water engagement device actuators receive the second signal output and, in response to receiving the second signal output, automatically generate a change in the water engagement device delta position that offsets roll motion due to a steering position change. The system of claim 1 .

5. The system of claim 3 , wherein the bias is a minimum bias associated with a change in velocity of the vessel.

6. 2. The system of claim 1, wherein the software module includes at least one embedded microprocessor, and wherein the control strategy is implemented by an instruction loop saturation control algorithm including at least one set of program instructions, and wherein the at least one embedded microprocessor is further configured to cause the software module to execute the at least one set of program instructions to iteratively read, interpret, and manipulate data associated with operation of the vessel.

7. 7. The system of claim 6, wherein the command loop saturation control algorithm is enabled to read input from an operator and automatically command a desired delta position of the at least one pair of water engaging devices, the automatically commanding being performed by iteratively (a) determining a current delta position of the at least one pair of water engaging devices, and (b) changing the deployed position of the water engaging device of the at least one of the at least one pair of water engaging devices to align the deployed position of the at least one pair of water engaging devices with the command generated from the operator input.

8. 8. The system of claim 7, wherein the driver input comprises a delta command, and wherein altering the deployed position of the water engaging device of the at least one of the at least one pair of water engaging devices comprises maintaining, increasing, or decreasing the deployed position in response to the delta command.

9. The at least one set of program instructions of the instruction loop saturation control algorithm comprises: (a) looping through all readings of negative command data generated for a minimum bias of said at least one pair of water-engaging devices; (b) inverting the sign of the negative command data to convert the negative command data into positive command data; (c) adding the converted positive command data to at least one of the at least one pair of water engagement devices whose deployment position is to be increased in response to the driver command; and configured and enabled to iteratively perform The system of claim 8.

10. 1. A method for dynamic active control of a vessel, comprising: mounting a plurality of water engaging devices near a transom of the marine vessel, each water engaging device including an actuator and a blade connected to the actuator; interfacing a software module having an embedded microprocessor-based control system with (1) a plurality of sensors and (2) each of said water-engaging devices, said plurality of sensors including at least one inertial sensor; commanding actuation of the actuators and deployment of the blades based on data received from the plurality of sensors and a desired setting in response to the plurality of sensors and each of the water engaging devices; implementing an instruction loop saturation control strategy within said software module, including further actuating said actuator to generate a steady water engager delta position when one of said water engagers reaches a predetermined level of bias; measuring data received from the at least one inertial sensor representative of the motion of the vessel; implementing the further instruction loop saturation control strategy within the software module to iteratively (a) reduce drag and maximize roll performance of the vessel, and (b) stabilize the vessel in real time based on the measuring step; A method comprising:

11. 11. The method of claim 10, wherein the bias level is a threshold value for one of a depth of deployment of the one water engaging device and a speed of deployment of the one water engaging device as a function of data received from the plurality of sensors related to a speed of the vessel.

12. embedding an adjustable steering position control in said engine control module; providing a first signal output to the plurality of water engagement device actuators commanding a water engagement device delta position to inhibit dynamic motion of the vessel; measuring a relationship between said water engagement device delta position and providing a second signal output to said plurality of water engagement device actuators in response to said measuring; receiving the second signal output from the plurality of water engagement device actuators and, in response thereto, automatically generating a change in the water engagement device delta position that offsets roll motion due to steering position changes; The method of claim 10 further comprising:

13. 11. The method of claim 10, wherein the command loop saturation control strategy is enabled to read input from an operator and automatically command a desired delta position of the at least one pair of water engaging devices, the automatically commanding being performed by iteratively (a) determining a current delta position of the at least one pair of water engaging devices, and (b) changing the deployed position of the water engaging device of the at least one of the at least one pair of water engaging devices to align the deployed position of the at least one pair of water engaging devices with the command generated from the operator input.

14. 14. The method of claim 13, wherein the driver input comprises a delta command, and wherein altering the deployed position of the water engaging device of the at least one of the at least one pair of water engaging devices comprises maintaining, increasing, or decreasing the deployed position in response to the delta command.

15. The at least one set of program instructions of the instruction loop saturation control strategy comprises: (a) looping through all readings of negative command data generated for a minimum bias of said at least one pair of water-engaging devices; (b) inverting the sign of the negative command data to convert the negative command data into positive command data; (c) adding the converted positive command data to at least one of the at least one pair of water engagement devices whose deployment position is to be increased in response to the driver command; and configured and enabled to iteratively perform 15. The method of claim 14.

16. 1. A dynamic active control system comprising: A vessel, a software module, a plurality of sensors, and a plurality of water-engaging devices Including, the plurality of water-engaging devices are connected to the vessel near a transom of the vessel; Each of the water engaging devices includes an actuator and a blade connected to the actuator, the software module is communicatively and operatively connected to the plurality of sensors and each water engaging device and iteratively commands actuation of the actuators and deployment of the blades in response to the plurality of sensors and each water engaging device based on data received from the plurality of sensors and desired settings; the software module includes a control strategy that repeatedly generates a consistent water engager delta position when at least one of the water engagers is positioned at a predetermined level of bias; the software module further includes an autopilot heading control strategy including a feedback loop and actuators coupled to the engine in communication with the engine control unit; system.

17. 17. The system of claim 16, wherein the control strategy includes a command loop saturation control algorithm, the command loop saturation control algorithm being enabled to read input from an operator and automatically command a desired delta position of the at least one pair of water engaging devices, the automatically commanding being performed by iteratively (a) determining a current delta position of the at least one pair of water engaging devices, and (b) changing the deployed position of the water engaging device of the at least one of the at least one pair of water engaging devices to align the deployed position of the at least one pair of water engaging devices with the command generated from the operator input.

18. The instruction loop saturation control algorithm comprises: (a) looping through all readings of negative command data generated for a minimum bias of said at least one pair of water-engaging devices; (b) inverting the sign of the negative command data to convert the negative command data into positive command data; (c) adding the converted positive command data to at least one of the at least one pair of water engagement devices whose deployment position is to be increased in response to the driver command; and configured and enabled to iteratively perform 20. The system of claim 17.

19. The system further comprises: an overall pitch axis control strategy including symmetrically deploying a plurality of water engagement devices at a deployment rate of at least 100 mm per second while simultaneously adjusting engine trim actuators; an overall roll and heading control strategy comprising: individually deploying the plurality of water engaging devices at a deployment rate of at least 100 mm per second to offset measured roll motion; and simultaneously adjusting a steering actuator to offset measured yaw motion resulting from said individual deployments, and adjusting said steering actuator to offset said measured yaw motion generated by a gyroscopic stabilization device adapted to be installed on board the marine vessel; Including, the software module is further configured and enabled by a command loop saturation control algorithm to iteratively (a) mitigate drag and / or maximize roll performance of the vessel; and (b) achieve real-time stability on board the vessel by delivering a consistent water engaging device delta position when at least one of the water engaging devices is at a particular predetermined bias; the software module is further configured and enabled with an autopilot heading control algorithm including a feedback loop and actuation means; 20. The system of claim 18.

20. The system comprises: a software module including an embedded microprocessor-based control system, a multi-axis rate sensor, and a steering position sensor operatively connected to at least one of said water engaging devices and said software module; Including, the control system identifies asymmetric deployment of the at least one water engaging device in response to dynamic roll axis movement measured by the rate sensor as a result of a change in output from the steering position sensor; the control system identifying a relationship between the output from the steering position sensor and the asymmetric controller deployment; the control system automatically commands a change in the asymmetric controller deployment to counteract the dynamic roll axis motion due to the change in the output from the steering position sensor.

17. The system of claim 16.

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