Stability control system with blade deployment safety limits

Abstract

Stability control system - A stability control system configured to configure a dynamic active control system with rapid symmetric deployment of water engaging devices for full control of the vessel's pitch axis, and differential deployment of the water engaging devices to counteract roll motion associated with the delta position of the water engaging devices, thereby providing engine trim adjustments and overall control of roll and heading. The software module is further configured to improve the vessel's operational stability with a control strategy that limits the bias of the water engaging devices when the vessel accelerates or decelerates. The control strategy can maintain the bias within a constant limiting configuration (e.g., related to the vessel's speed) until the limiting configuration no longer exists.

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 / 393,483, 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 particularly, the present disclosure is directed to an improved stability control system that includes and is configured with a software-driven control strategy that controls the degree of deployment of water-engaging devices as a function of vessel speed for the active dynamic control of the vessel. [Background technology]

[0003] The following terms and associated definitions are as used in the vessel stability industry: "Trim control" means control of the average angle (averaged over one second or more) of a vessel about its transverse axis (pitch axis). "List control" or "roll control" means control of the average angle (averaged over one second or more) of a vessel about its longitudinal axis (roll axis). "Yaw control" means control of the average angle (averaged over one second or more) of a vessel 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 a desired amount of the device with or into a water current below or near the transom face of the vessel 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. The 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 engagement of the WED with or into the water current by a desired amount, or a change in the WED angle of attack. A "roll moment" on a vessel is the result of a force applied to the vessel that rotates the vessel about the vessel's longitudinal axis or roll axis. A "pitch moment" on a vessel is the result of a force applied to the vessel that rotates the vessel about the vessel's span axis or pitch axis. A "yaw moment" on a vessel is the result of a force applied to the vessel that rotates the vessel about the vessel's vertical axis or yaw axis. For example, (1) a roll moment can occur when the port and starboard WEDs on a vessel are deployed asymmetrically and the WED delta position can cause the vessel to roll. (2) Yaw moment can occur when the port and starboard WEDs are deployed asymmetrically on a vessel and the WED delta position can cause a change in vessel heading. (3) Pitch moment can occur when the port and starboard WEDs are deployed symmetrically, or when a single WED is deployed around the vessel's center, causing the vessel to pitch or rotate around its transverse or pitch axis.

[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 stationary or 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 a water cruise without the random, environmentally induced disturbances of the vessel. Such disturbances (e.g., sudden, unexpected rolls) can cause discomfort and disorientation for passengers on board. In existing prior art systems, WEDs are designed and configured to control list and pitch to bring the vessel to an average angle about the roll and pitch axes. Smaller vessels used in the leisure market generally have manually or inefficient electronically actuated WEDs, while larger vessels operating in commercial areas use automatically actuated WEDs to stabilize motion. However, such prior art systems do not combine engine control with a stabilization control system, such as a dynamic active control system as disclosed herein, for complete vessel stabilization.

[0007] Furthermore, there are currently no prior art leisure or commercial stability control systems available that combine rapid deployment of WEDs with engine trim adjustment. In light of the above-described state of the art in the field of vessel stabilization, a clear market need exists for a vessel dynamic active control system (DACS) configured with software-driven strategies to control the magnitude of water engaging device deployment as a function of vessel speed and provide dynamic active control of the vessel. The system disclosed herein provides significant technical advantages over prior art systems while overcoming their shortcomings, as described below. Summary of the Invention [Problem to be solved by the invention]

[0008] The present disclosure relates to a vessel stability control system - a Dynamic Active Control System (DACS) - configured to simultaneously control the motion of a vessel in all three axes, namely, pitch, roll, and yaw, through rapid actuation and deployment of WEDs. The water engaging devices (WEDs) include actuator assemblies connected to blades and are configured and capable of being retracted and deployed as needed to provide dynamic active control of the vessel. [Means for solving the problem]

[0009] In one embodiment, 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 configuration. The software module includes a control strategy that further commanding actuation of the actuators to limit either a depth of deployment of one of the water engaging devices or a speed of deployment of one of the water engaging devices to a predetermined threshold as a function of data received from the plurality of sensors related to the speed of the marine vessel. The predetermined threshold of either the depth of deployment of one of the water engaging devices or the speed of deployment of one of the water engaging devices is defined as a bias for one of the water engaging devices.

[0010] In another embodiment, the DACS includes an engine having an embedded engine control module communicatively and operatively connected to a software module. A plurality of water engagement device actuators are 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 signals to command desired water engagement device delta positions to inhibit dynamic motion of the vessel during operation of the vessel.

[0011] The software module is further configured to measure a relationship between the engine steering angle and the water engagement device delta position and provide a signal output to the water engagement device actuators. Specifically, the software module provides a first signal output to the plurality of water engagement device actuators commanding a water engagement device delta position to counteract dynamic motion of the vessel. The software module further measures the 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 water engagement device delta position that counteracts roll motion due to the steering position change.

[0012] In one embodiment, the DACS is configured to provide overall roll axis and heading control by differentially deploying WEDs to counteract roll motions associated with the differentially deployed WEDs. The novel DACS disclosed herein provides, among other capabilities, (1) simultaneous control of motion in all three axes (overall vessel pitch axis control) with or without coordinated engine trim adjustments through rapid symmetric deployment of WEDs, and (2) overall roll axis and heading control by differentially deploying WEDs to counteract roll motions associated with WED delta position. As disclosed herein, the overall pitch axis control strategy includes symmetric deployment of multiple water engaging devices at a deployment rate of at least 100 mm / s and / or simultaneous adjustment of engine trim through control of engine trim actuators. Similarly, the overall roll axis and heading control strategy includes differential deployment of multiple water engaging devices at a deployment rate of at least 100 mm / s to offset measured roll motion, and / or simultaneous adjustment of heading via control of steering actuators to offset measured yaw motion due to WED delta position or differential deployment, and / or adjustment of heading via control of steering actuators to offset measured yaw motion generated by a gyrostabilizer device adapted to be installed on board the vessel.

[0013] In another embodiment, a method for dynamic active control of a marine vessel is provided, the method including: (1) 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; (2) interfacing a software module having an embedded microprocessor-based control system with (a) a plurality of sensors and (b) each of the water engaging devices, the plurality of sensors including at least one inertial sensor; (3) commanding actuation of the actuators and resulting deployment of blades based on data received from the plurality of sensors and a desired configuration; (4) measuring data representative of motion of the marine vessel received from the at least one inertial sensor; and (5) implementing the blade deployment safety limit control strategy to limit the depth of deployment of the one of the water engaging devices and the rate of deployment of the one of the water engaging devices to a preset bias level.

[0014] In another embodiment, the DACS may be configured with proprietary inertial measurement hardware and software to learn, capture, interpret, and / or predict various motions of the vessel along three axes, command the deployment of WEDs to counteract pitch, roll, and yaw motions of the vessel, and provide overall vessel pitch axis control facilitated by rapid symmetric deployment of WEDs combined with engine trim adjustments. As noted above, it is noted that the WEDs disclosed herein include at least one actuator connected to at least one blade that retracts and deploys as needed to provide active dynamic control of the vessel.

[0015] In another embodiment, the DACS automatically cancels the drag moment from the WED delta position.

[0016] In another embodiment, the DACS may include an embedded microprocessor-based software module located within the operations console, which may be communicatively and operably connected to the vessel's engine (via the engine control module). The software module may be configured to interface with and exchange data and information with third-party systems, such as navigation systems. In the illustrated embodiment, at least one water engaging device is digitally connected to the software module. As disclosed herein, the water engaging device is configured to read input signals from the software module and automatically generate a delta position change of the water engaging device to counteract roll motion resulting from changes in steering position.

[0017] In another embodiment, the software module further comprises a blade deployment safety limit (SBDL) control strategy that limits the magnitude (also called bias) of WED deployment. The SBDL is a smart control strategy that uses proprietary control software in combination with hardware, and is configured to limit the maximum bias of the water engaging devices as the vessel accelerates or decelerates, as described in more detail in the detailed disclosure below. The SBDL is further configured to freeze the deployment bias or magnitude limit within certain limited parameters (e.g., related to vessel speed) until the parameters are no longer measured within the limits (e.g., until the vessel speed drops to a predetermined value, e.g., until the vessel speed drops to a predetermined low speed threshold (e.g., 5 miles per hour)). Those skilled in the art will understand this.

[0018] 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.

[0019] 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.

[0020] 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 provide a perception of stable, controlled operation.

[0021] The software module receives the signal (related to the WED delta position) while the vessel is in operation, determines what action is needed, and sends a signal to an actuator to take that action (e.g., action to counteract the roll motion) to counteract the steering moment associated with the WED delta position. As disclosed herein, the system is capable of receiving steering position 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 / 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.

[0022] 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.

[0023] In another embodiment, the DACS includes an actuator with at least one WED / controller 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 due to the WED / controller 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.

[0024] 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-wide 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 bias) and (A) adjusting the WED mean positions as well as engine trim angles to achieve the operator's desired bias, and (B) adjusting the relationship between engine trim and WED mean positions to optimize either DACS system performance or the fuel efficiency of the vessel's engines.

[0025] 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, deploying each WED individually to counteract the roll axis 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.

[0026] 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.

[0027] 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]

[0028] [Figure 1] FIG. 1 illustrates an embodiment of a dynamic active control system with engine control according to one aspect of the present disclosure, which includes at least one pair of water engaging 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] FIG. 2 shows a fully deployed water engagement device according to one embodiment of the present disclosure. [Figure 3] FIG. 3 illustrates a fully retracted water engagement device according to one embodiment of the present disclosure. [Figure 4] FIG. 4 illustrates a symmetrical deployment of at least one pair of water-engaging devices according to one embodiment of the present disclosure. [Figure 5] FIG. 5 illustrates differential deployment of at least one pair of water engagement devices according to one embodiment of the present disclosure. [Figure 6]FIG. 6 illustrates a blade deployment safety margin strategy when the vessel accelerates, according to one embodiment of the present disclosure. [Figure 7] FIG. 7 illustrates a blade deployment safety margin strategy when the vessel accelerates, according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0029] 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.

[0030] 1 , the dynamic active control system (DACS) 1000 of the vessel 2000 includes a software module 202 that may be located within the operations console 200 and / or mounted near the steering of the vessel 2000. The software module 202 may be communicatively coupled to an engine, which may have an embedded engine control module 302, via a power distribution / distribution module 400 that is located near the transom of the vessel 2000 and is 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 is 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 operating console 200 may include, in addition to the software module 202, an optional multifunction display unit 202 and / or an operating input device 204 (e.g., a keypad), with these components communicatively coupled and operatively connected to each other and to other communication technologies, such as Bluetooth, Wi-Fi, or other wireless communication technologies, via a digital communication bus.

[0031] 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 mounted near the transom of the vessel 2000 and having actuators configured to deploy and retract, may also be referred to as WEDs 602, 604, 606, and 608, and the WEDs 602, 604, 606, and 608 may be substantially similar in structure and function in a 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 may be configured to measure and report data related to the retraction and deployment of each WED (602, 606), as well as data related to the steering angle, trim position, and height of the engines while the vessel is operating.

[0032] 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.

[0033] As shown, in the DACS 1000 disclosed herein, the power distribution / delivery module 400 is mounted and positioned near the transom of the vessel 2000, and the operation console 200 (including the software module 202) is 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, and the WED actuators are mounted on or near the transom of the vessel, and are configured to provide high-speed deployment of the WEDs at speeds of 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 operating console 200 (displays, input devices, etc.), as well as actuators for rapid deployment of the WED / controllers 602, 606) while the vessel 2000 is in operation.

[0034] 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 / controller (602, 606) via actuator power / communication cables, as shown in FIG. 1, and provides instructions to the actuators to rapidly deploy the WED / controllers 602, 606.

[0035] 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). Embodiments apparent to those skilled in the art include six-axis, nine-axis, or magnetometer sensors, or other similar sensors, for various measurements (e.g., velocity, acceleration, force, torque, etc.) occurring during active dynamic 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.

[0036] Referring again to Figure 1, the DACS 1000 includes at least one WED, either centrally located on the vessel or 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 pitch axis control for the vessel as a whole 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.

[0037] 4, the DACS 1000 may also be 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 halfway (50 percent), a sensor may send a signal to the software module 202, which may in turn command the WED 602 actuator to adjust the elevation of the WED 602. The DACS 1000 may further optimize the relationship between the WED bias and engine trim to provide the best dynamic active control of the vessel.

[0038] As further shown in Figure 5, the DACS 1000 independently deploys the WEDs 602, 606 to offset the roll motion associated with the WED delta position. The software module 202 may include various algorithms that implement a proportional-integral-derivative (PID) control loop to continuously capture data regarding the difference between the commanded and measured roll angles (delta angles) and provide responsive and accurate corrections to the delta position between the WEDs 602 and 606 on the port and starboard sides of the vessel 2000, respectively (as shown in Figures 4 and 5).

[0039] 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.

[0040] In another aspect of the present disclosure, the DACS 1000 disclosed herein is configured to control the heading of the vessel 2000 to offset the resulting change in heading due to a WED delta position. The DACS 1000 is capable of measuring a change 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 caused by the steering position change.

[0041] 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.

[0042] In yet another aspect of the present disclosure, software module 202 may include or be configured with a Safe Blade Deployment Limit (SBDL) control strategy that reads and interprets data received from sensors relating to the relationship between vessel acceleration / deceleration and blade deployment curves (the content of which is embedded in the software module's 202 proprietary program). This smart proprietary control software strategy first continuously reads, measures, and interprets data received from all sensors of the DACS (in a continuous loop) to drive the SBDL to control or limit the depth and / or speed (bias) of deployment of water engaging devices at various speeds during vessel operation. For example, if more control measures are employed that would necessarily be useful during vessel operation, the SBDL may reduce the effectiveness of the WED to prevent unsafe conditions. The novel and unique SBDL can vary the deployment bias or size limit when vessel 2000 is accelerating or decelerating by controlling the deployment bias or size limit as an aggregate function of vessel 2000 speed. For example, if the vessel 2000 accelerates while traveling at 25 miles per hour, the deployment bias or size limit of the water engaging device may be 1 inch. Conversely, if the vessel 2000 decelerates while traveling at 25 miles per hour, the SBDL may limit the deployment bias or size limit to 0.5 inches (instead of 1 inch as would be the case if the vessel were accelerating at 25 miles per hour).

[0043] As shown in FIG. 6 , the safety function of the blade deployment safety limit control software disclosed herein is configured to both (a) control / limit bias as vessel speed accelerates and (b) control / limit bias as vessel speed decelerates. Ideally, an operator desires full bias when accelerating at low speeds and not when decelerating. Similarly, to enhance a smooth sailing experience, full bias is not required during high-speed operation of vessel 2000, regardless of whether vessel 2000 is accelerating or decelerating. An exemplary embodiment of the SBDL function for vessel acceleration (0 mph to 48 mph) and deceleration (48 mph to 0 mph) is shown and described in the chart of FIG. 6 . FIG. 6 illustrates the relationship between actuator position, command, and speed curve. As shown in FIG. 6 , as vessel speed increases, deployment follows the speed curve. Similarly, as shown in FIG. 7 , deployment follows the speed curve up to 25 mph, after which deployment remains limited until the speed drops below 5 mph.

[0044] 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 bias from the driver and adjust the WED mean position and the engine trim angle to achieve the driver's desired bias. As disclosed herein, the DACS is configured to adjust the relationship between the engine trim and the WED mean position to optimize either the performance of the DACS system or the fuel efficiency of the engine.

[0045] In another aspect of the disclosure, the system 1000 is configured to counteract the yaw moment associated with the delta deployment of the WEDs 602, 606 (by measuring the changing drag force) during navigation 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 steering position of the engine.

[0046] 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.

[0047] In another aspect of the present disclosure, the software module 202 can receive and process data related to the steering position of the engine of the vessel 2000. Specifically, the processor is programmed to measure the relationship between the steering position of the engine 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 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] "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).

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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. A dynamic active control system for ships, Software module, multiple sensors, and multiple water engagement devices Includes, Each of the water engagement devices includes an actuator and a blade connected to the actuator, and is configured to be mounted near the transom of the vessel. The software module is communicated and operationally connected to the plurality of sensors and each water engagement device, and in response to them, it repeatedly commands the operation of the actuator and the deployment of the blade based on the data received from the plurality of sensors and the desired settings. The software module includes a blade deployment safety limit control strategy that limits at least one of the deployment depth of one or more of the water engagement devices, or the deployment speed of one or more of the water engagement devices, as a function of data received from the plurality of sensors relating to both the speed of the vessel and the acceleration or deceleration of the vessel, to a predetermined threshold. system.

2. The system according to claim 1, wherein the predetermined threshold is defined as the bias of one or more of the water engagement devices.

3. The system according to claim 1, wherein the software module comprises at least one embedded microprocessor and a blade deployment safety limit control strategy comprising at least one set of program instructions, the at least one embedded microprocessor is further configured to execute the at least one set of program instructions for the software module to iteratively read and interpret data associated with the operation of the vessel.

4. The system according to claim 2, wherein the bias is the minimum bias related to the change in the speed of the vessel.

5. The system according to claim 3, wherein the blade deployment safety limit control strategy is configured to iteratively set the bias of one or more water engagement devices within a range of certain predetermined values ​​as a function of data received from the plurality of sensors relating to the speed of the vessel.

6. The system according to claim 5, wherein the set bias is a deployment bias, and the deployment bias is static until the speed of the vessel reaches a predetermined pre-set limit.

7. The system according to claim 6, wherein the speed of the vessel in the predetermined pre-set limit is 8 miles per hour.

8. The system according to claim 3, wherein the blade deployment safety limit control strategy is further configured to automatically identify and prevent an increase in control authority or operator feedback in response to a change in the vessel's speed.

9. The system according to claim 3, wherein the data includes information extracted from a dataset of two-dimensional ship acceleration / deceleration and blade deployment curve plots incorporated into at least one set of program instructions of the blade deployment safety limit control strategy.

10. The system according to claim 3, wherein the blade deployment safety limit control strategy is a closed-loop control system configured and enabled to continuously read, measure, and interpret data at various speeds during the operation of the vessel and to limit the bias of at least one pair of water engagement devices.

11. A method for dynamic active control of a ship, Mounting a plurality of water-engaging devices near the transom of the vessel, each of which includes an actuator and a blade connected to the actuator, The software module is connected to (1) a plurality of sensors located on the vessel and (2) each of the water engagement devices, wherein the software module includes an embedded microprocessor-based control system, and the plurality of sensors include at least one inertial sensor. Based on the data received from the aforementioned multiple sensors and the desired settings, the actuator is commanded to operate and the blade is deployed accordingly. To measure data representing the motion of the vessel, received from at least one of the inertial sensors. The blade deployment safety limit control strategy is implemented by limiting at least one of the following to a preset bias level: the deployment depth of one or more of the water engagement devices, or the deployment speed of one or more of the water engagement devices, as a function of data received from the plurality of sensors relating to both the speed of the vessel and the acceleration or deceleration of the vessel. A method that includes this.

12. The method according to claim 11, wherein the bias level is one threshold of the deployment depth of the one or more water-engaging devices.

13. The method according to claim 11, wherein the blade deployment safety limit control strategy iteratively sets the level of the bias of one or more water engagement devices within a certain range of predetermined values ​​based on the speed of the vessel.

14. The method according to claim 13, wherein the set level of bias is a deployment bias, and the deployment bias is static until the speed of the vessel reaches a predetermined pre-set limit.

15. The method according to claim 14, wherein the speed of the vessel in the predetermined pre-set limit is 8 miles per hour.

16. The method according to claim 11, wherein the software module includes at least one embedded microprocessor, the blade deployment limit control strategy includes at least one set of program instructions, and the at least one embedded microprocessor is further configured to execute the at least one set of program instructions so that the software module can iteratively read and interpret data relating to the operation of the vessel.

17. A dynamic active control system, Ship, software module, multiple sensors, and multiple water engagement devices Includes, The plurality of water engagement devices are connected to the vessel near the transom of the vessel, Each of the water engagement devices includes an actuator and a blade connected to the actuator. The software module is communicated and operationally connected to the plurality of sensors and each water engagement device, and in response to the plurality of sensors and each water engagement device, it iteratively commands the operation of the actuator and the deployment of the blade based on the data received from the plurality of sensors and desired settings. The software module limits at least one of the deployment depth of one or more of the water engagement devices, or the deployment speed of one or more of the water engagement devices, to a preset bias level, as a function of the data received from the plurality of sensors relating to both the speed of the vessel and the acceleration or deceleration of the vessel. system.

18. The aforementioned software module further: A comprehensive pitch axis control strategy, which includes simultaneously adjusting the engine trim actuator and symmetrically deploying multiple water engagement devices at a deployment speed of at least 100 mm per second, An overall control strategy for roll and heading, comprising: individually deploying the plurality of water engagement devices at a deployment speed of at least 100 mm per second to counteract the measured roll motion; simultaneously adjusting the steering actuator to counteract the measured yaw motion resulting from the individual deployments; and adjusting the steering actuator to counteract the measured yaw motion generated by a gyroscope stabilization device adapted for installation within the vessel; including, The system according to claim 17.

19. The software module includes an embedded microprocessor-based control system, a multi-axis rate sensor, and a steering position sensor, which are operationally connected to at least one of the water engagement devices. The control system identifies the asymmetric deployment of at least one of the water engagement devices as a response to the dynamic roll axis motion measured by the rate sensor as a result of the change in output from the steering position sensor. The control system identifies the relationship between the output from the steering position sensor and the asymmetric controller deployment. The control system automatically commands the asymmetric controller deployment to change in order to counteract the dynamic roll axis motion caused by the change in the output from the steering position sensor. The system according to claim 17.

20. The system according to claim 17, wherein the blade deployment safety limit control strategy is configured to iteratively set the bias of one or more water engagement devices within a specific range of predetermined values ​​as a function of data received from the plurality of sensors relating to the speed of the vessel.

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