Propulsion control systems for ships

Abstract

To provide a propulsion control device capable of acting to provide a velocity command for controlling a vessel.SOLUTION: A propulsion device for a vessel includes a movable lever 102 extending on an axis V and adapted to be manually inclined by an operator from a neutral position 104 to a maximum advance position 106; an operation range 120 between the neutral position to the maximum advance position includes a first sub range 122 and a second sub range 124 divided by an intermediate position 126 as well as having the first sub range positioned in between the neutral position and the intermediate position; the intermediate position differing from the neutral position is capable of adjustment and selection according to a preset driving parameter for the vessel. The propulsion device further includes a means configured to have the mobile lever automatically return to the intermediate position when the mobile lever is released within the second sub range, and remain in the intermediate position.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure generally relates to a propulsion control device operable to control the speed and possible directions of a ship. The present disclosure also relates to a ship propulsion control system for controlling a propulsion unit equipped on the hull of a ship, the ship propulsion control system being adapted to receive an input command from the propulsion control device.

Background Art

[0002] Recent ships often are equipped with multiple propulsion units for driving the ship. In a typical implementation, a ship includes a steering wheel for controlling the direction of the ship and at least one propulsion control device having a movable lever for controlling the speed and direction of the propulsion unit.

[0003] An example of such an implementation is disclosed in U.S. Patent No. 9,248,898, where a lever of an operator input device is movable between a neutral detent position and a forward detent position. The introduction of these detent positions allows the ship operator (pilot) to physically detect when the lever has been moved to a new shift position by providing resistance when the lever is moved to a given detent position. Usually, a generally linear resistance force is provided when the lever is moved between the neutral detent position and the forward detent position.

[0004] U.S. Patent No. 10,377,458 discloses a further developed propulsion control device for ships. In U.S. Patent No. 10,377,458, it is proposed to divide the operating range from the neutral position to the maximum forward position into a low range and a high range, and to apply a low resistance force when the lever is in the low range and a high resistance force when the lever is in the high range. According to such an implementation, the tactile experience when operating the ship is improved, and the intermediate speeds currently required can be essentially notified to the operator.

[0005] The solutions presented in U.S. Patents 10, 377, and 458 significantly improve the operator's awareness of how the vessel is currently being operated, especially for inexperienced operators, by providing perceptual feedback when the lever is moved. However, the solutions presented in U.S. Patents 10, 377, and 458 are limited to providing feedback when the lever is moved. Therefore, if the lever has already been moved to a specific position, the operator must rely on other feedback means to obtain information about the current speed that is required. Considering the above, there appears to be room for further improvement in propulsion control devices adapted to improve vessel control, particularly when looking at achieving overall reliability in vessel operation. [Overview of the project]

[0006] According to another aspect of the present disclosure, the above is at least partially improved by a propulsion control device that is operable to provide speed commands for controlling the vessel. The propulsion control device includes a movable lever extending along an axis and adapted to be manually tilted by an operator from a neutral position to a maximum forward position, the operating range between the neutral position and the maximum forward position includes a first sub-range and a second sub-range divided by an intermediate position, the first sub-range being located between the neutral position and the intermediate position, the intermediate position being adjustable and selectable according to a pre-set operational parameter for the vessel, and the propulsion control device further includes means configured to automatically return and keep the movable lever in the intermediate position when the movable lever is released within the second sub-range.

[0007] According to this disclosure, the technical idea is to improve the maneuverability of a vessel by preventing the lever from remaining in an unintended position for extended periods. Rather, as defined above, when the operator releases the movable lever, the movable lever automatically returns to a predetermined intermediate position. This automatic return function causes the operator to perceive not only resistance, but also, for example, a "counterforce" if the automatic return function is implemented using a spring mechanism (or similar).

[0008] In the context of this disclosure, it should be understood that the automatic return function is not implemented across the entire operating range between the neutral position and the maximum forward position. Such an implementation would require the operator to always keep their hand on the movable lever to ensure the vessel moves forward. Therefore, in accordance with this disclosure, the automatic return function offers the advantage of being active only within a second sub-range, i.e., between the intermediate position and the maximum forward position. Within the first sub-range, which is between the neutral position and the intermediate position, it is generally desirable to ensure that the movable lever "remains" when the operator releases their hand from the lever, in addition to applying frictional resistance.

[0009] A further advantage of following the implementation of this disclosure is that it enables the adjustment and selection of intermediate positions according to preset operating parameters for a vessel. For example, when operating in a speed control domain, this effectively enables selectively defining the speed (at the intermediate position) from which the movable lever automatically returns (to the intermediate position). Similarly, the intermediate position can also be considered as one used to selectively define a confidence level.

[0010] The automatic return function can be implemented using a spring mechanism, as described above. However, the disclosure of this information also allows for the provision of such a function by other means, such as an electrically controlled stepping motor or any other suitable electrically controlled or pneumatically controlled actuator. Other similar options are also available and are within the scope of this disclosure. In some embodiments, the use of a spring mechanism may be preferable due to the simplicity of such implementation. However, the use of an electrically controlled stepping motor (or similar) may offer advantages in terms of the controllability of the counterforce provided by the automatic return function. In some cases, the automatic return function may be implemented linearly (compared to when using a spring) or according to any form of tactile scheme.

[0011] In some embodiments, the intermediate position may be manually adjusted, for example, by the ship's operator or captain. For example, the operator / captain may, in some cases, select (and adjust) the intermediate position according to the speed limit for the area (sea area) in which the ship is currently navigating. However, in some embodiments of the present disclosure, it may be desirable to be able to adjust the intermediate position automatically. This can be solved in such embodiments by using means for electrically adjusting the intermediate position, for example (again) a stepping motor, servo motor, actuator or the like.

[0012] In this disclosure, the term "speed command" should be understood to be interpreted in its broadest sense. For example, a speed command may directly control the speed of a vessel, or it may indirectly control the speed of a vessel by controlling, for example, the vessel's rotational speed (rpm) or torque, and this may be within the scope of this disclosure. Of course, a speed command may also directly or indirectly control the speed of a vessel in other ways.

[0013] When implementing a propulsion control system, it may be desirable to configure the propulsion control system to communicate with (or include communication with) a control unit in order to enable automatic adjustment of the intermediate position. The control unit is configured to adjust the intermediate position by controlling a stepping motor (or similar) based on preset operating parameters for the vessel.

[0014] By implementing automatic management of adjustable intermediate positions, it may be possible to comply with legal, environmental, or economic requirements and restrictions set for the vessel. The information provided to the propulsion control system is defined by preset operating parameters for the vessel and may depend on positioning systems and digital maps, as described below. The information may be formed at least in part by additional sensing capabilities, proximity communication and / or bidirectional communication on board the vessel, for example, by using an automatic identification system (AIS) or similar.

[0015] As an example, in some embodiments, in accordance with the above considerations, preset operating parameters may be received in the control unit from the ship's navigation control system. The navigation control system may be configured to communicate with a GPS receiver (or similar) and may include a navigation information database. The navigation information database, in conjunction with the received GPS information, is used to automatically determine the maximum speed for the area (sea area) in which the ship is currently navigating. The maximum speed may then be converted into preset operating parameters for controlling intermediate positions. It should be noted that in such embodiments, it may be desirable to form the preset operating parameters to correspond to a portion of the maximum speed, for example, 70% to 95% of the maximum speed. Of course, other ranges are also possible and are included within the scope of this disclosure.

[0016] However, it should be noted that the preset operating parameters for a vessel do not necessarily have to be determined based on the maximum speed for the area (sea area) in which the vessel is currently navigating. Rather, within the scope of this disclosure, it may be possible to adapt the navigation control system to hold other types of information that can be used to determine the preset operating parameters for a vessel. Such information may include, for example, general policies directed by the vessel's governing body. For example, the governing body may prefer that the vessel normally navigate at a speed below its maximum speed because navigating at maximum speed consumes relatively large amounts of energy. Rather, it may be desirable to set the intermediate position at a low level where energy consumption is relatively low. At the same time, the scheme provided by this disclosure does not limit the operating range of the vessel, as the operator may easily exceed the intermediate position when necessary, sometimes for safety reasons.

[0017] Generally, it is desirable, but not always necessary, for the movable lever to be manually tilted from the neutral position to the maximum reverse position. Moving the lever toward the reverse position is generally used to adjust the direction of the vessel so that it moves backward. The further the lever is moved toward the maximum reverse position, the higher the reverse speed of the vessel. In possible embodiments, the division of the lever's operating range when moving the lever toward the maximum reverse position may be implemented in the same way as when moving the lever toward the maximum forward position, including the automatic return function described above.

[0018] Furthermore, in some embodiments, the lever can be tilted not only forward and backward from a neutral position, but also in any direction, for example, left or right. Moving the lever left and right may be used to orient the vessel in the corresponding direction. In addition, in some embodiments of this disclosure, the movable lever can be made rotatable around an axis to provide rotation commands for controlling the vessel. That is, in such embodiments, the propulsion control device may be advantageously used to "yaw" the vessel. In detail, the vessel is controlled to rotate / turn by rotating / twisting the movable lever. Preferably, the rotation / twisting motion is performed both clockwise and counterclockwise, resulting in the vessel being able to turn / rotate in the corresponding manner.

[0019] For example, it is even preferable to implement twisting / rotation of the movable lever so that, when the operator releases their hand from the movable lever, the movable lever can automatically return to the rotational neutral position. Such an implementation may consist of, for example, one of several springs to realize the return function.

[0020] In further embodiments of the present disclosure, the propulsion control device may be provided with feedback means adapted to produce a haptic effect perceptible by a movable lever. As a result, an operator, for example, who is holding the movable lever by hand, can receive feedback in accordance with the direction of the movable lever's inclination (such as its final position in the inclination), and the operator does not typically need to look at the movable lever to determine the direction in which it is inclined. The haptic effect may also be provided for different purposes, for example, to indicate an obstacle that the vessel will approach if it continues to move in its current direction, based on information received from other control systems of the vessel.

[0021] In accordance with the above considerations, according to the present disclosure, it is possible to provide a ship propulsion control system that controls a set of propulsion units installed on the hull of a ship. The ship propulsion control system includes the above-described propulsion control device and a navigation control system having a digital map. The control system determines the current coordinates of the ship using the navigation control system, determines a restricted speed based on the current coordinates and the digital map using the navigation control system, and is adapted to adjust the intermediate position of the propulsion control device based on the restricted speed. For example, any number of propulsion units may be provided on the ship, such as at least the first and second propulsion units. For example, additional propulsion units such as bow thrusters may be included.

[0022] Further advantages and advantageous features of the present disclosure are disclosed in the following description and the dependent claims.

[0023] Embodiments of the present disclosure, given by way of example, will be described in more detail below with reference to the accompanying drawings.

Brief Description of the Drawings

[0024] [Figure 1] It is a diagram conceptually showing a propulsion control device according to a presently preferred embodiment of the present disclosure. [Figure 2] It is a diagram showing an example of a ship propulsion control system including the propulsion control device shown in FIG. 1. [Figure 3] It is a diagram showing an example of a ship including the ship propulsion control system shown in FIG. 2 for operating the ship.

Modes for Carrying Out the Invention

[0025] Hereinafter, the present disclosure will be described in more detail while referring to the accompanying drawings showing presently preferred embodiments of the present disclosure. However, the present disclosure may be implemented in many different forms and should not be construed as limited to the embodiments described herein. Rather, those embodiments are provided so as to be thorough and comprehensive and to fully convey the scope of the present disclosure to those skilled in the art. Like numbers refer to like elements throughout.

[0026] Referring to the drawings, particularly FIG. 1, a propulsion control device 100 adapted to control a ship 300 (as shown in FIG. 3) is conceptually shown. The propulsion control device 100 includes a movable lever 102, and the movable lever 102 extends along axis V and is adapted to be manually tilted by an operator from a neutral position 104 to a maximum forward position 106. When the movable lever 102 is in the neutral position 104, the propulsion units (e.g., 308, 310, 312, and 314 shown in FIG. 3) are generally desired to be disengaged or at least in an “inactive (disabled)” state so as not to propel the ship 300. Thus, when the movable lever 102 is in the neutral position 104, it is generally desirable to control the speed command for controlling the ship 300 to deactivate the propulsion units 308, 310, 312, 314. However, when the operator tilts the lever 102 in the forward direction, a speed command is formed to activate the propulsion units 308, 310, 312, 314 to propel the ship 300 in the forward direction. Usually, the faster the lever 102 is moved towards the maximum forward position 106, the faster the forward speed of the ship 300 becomes.

[0027] In some embodiments, as shown in FIG. 1, it may be desirable to be able to move the lever 102 from the neutral position 104 to a maximum reverse position 108 as well. Similar to the above consideration, the faster the lever 102 is moved towards the maximum reverse position 108, the faster the reverse speed of the ship 300 becomes.

[0028] According to this disclosure, as shown in Figure 1, the operating range 120 between the neutral position and the maximum forward position is preferably defined as comprising a first sub-range 122 and a second sub-range 124, separated by an intermediate position 126, with the first sub-range 122 positioned between the neutral position 104 and the intermediate position 126. The movable lever 102 is adapted, according to this disclosure, to provide different “feedback” to the operator depending on whether the movable lever 102 is currently positioned within the first sub-range 122 or the second sub-range 124. Specifically, when the movable lever 102 is within the first sub-range 122, it may be desirable to provide the operator with weak (small) frictional feedback. When the operator releases their hand from the movable lever 102, the movable lever 102 remains in the position where the hand was released.

[0029] However, when the movable lever 102 is moved forward beyond the intermediate position 126 to the second sub-range 126, the normal friction feedback is replaced by a counterforce, for example, implemented using a spring mechanism. Furthermore, when the operator releases their hand from the movable lever 102, the movable lever 102 "springs back" to the intermediate position 126.

[0030] The intermediate position 126 is adjustable according to preset operating parameters for the vessel 300, as described herein. As described above, and further with reference to Figure 2, the preset operating parameters for the vessel 300 may be selected and adjusted manually, for example, by the operator or by the captain of the vessel 300, or automatically selected and adjusted, for example, using means for electrically adjusting the intermediate position. Such means may include, for example, an actuator, a servo motor (not shown), or a stepping motor (not shown).

[0031] Next, the actuator or stepping motor may be controlled using a control unit (not shown) which is adapted to operate the actuator or stepping motor based on the received preset operating parameters in order to receive preset operating parameters for the vessel and electrically adjust intermediate positions. For reference, the control unit includes processing circuitry configured to perform at least partially the schemes described herein. The processing circuitry may be implemented, for example, as a general-purpose processor, an application-specific processor, a circuit including processing components, a group of distributed processing components, a group of distributed computers configured for processing, a field-programmable gate array (FPGA), etc. The processor may be, or include, any number of hardware components for data processing or signal processing or for executing computer code stored in memory. Memory may be one or more devices that store data and / or computer code to complete or facilitate the various methods described herein. Memory may include volatile memory or non-volatile memory. Memory may include database components, object code components, script components, or any other type of information structure to assist the various operations described herein. According to exemplary embodiments, any distributed or local memory device may be used with the systems and methods herein. According to exemplary embodiments, the memory is connected to a processor so as to be communicative (e.g., via a circuit or any other wired, wireless, or network connection) and contains computer code for executing one or more processes described herein.

[0032] In some embodiments, with further reference to Figure 2, the propulsion control device 100 is preferably included in the ship propulsion control system 200, which may further include a navigation control system 202. In some embodiments, the navigation control system 202 may be configured to communicate with, for example, a GPS receiver 204, and may be adapted to include, for example, a digital map representing at least the area (sea area) where the ship 300 is currently located. Furthermore, the navigation control system 202 may be adapted to determine the current coordinates of the ship 300 based on information received from the GPS receiver 204.

[0033] Based on the current coordinates of the vessel 300 and a digital map, it may also be possible to determine the current speed limit for the area (sea area) in which the vessel 300 is located. The speed limit can then be used to select preset operating parameters for the vessel 300. Thus, the speed limit affects the intermediate position 126 of the propulsion control device 100. As described above, when the movable lever is positioned at the intermediate position 126, it may be desirable to select the intermediate position 126 such that the vessel 300 operates (navigates) at a speed slightly lower than the determined speed limit for the area (sea area) in which the vessel 300 is currently located.

[0034] It should be noted that other factors may influence the selection of preset operating parameters for the vessel 300, which may then be used to adjust the intermediate position 126 of the propulsion control device 100. For example, if the vessel 300 is determined to have optimal energy efficiency at a particular engine speed (e.g., rpm), the preset operating parameters may be selected to affect the intermediate position 126 of the propulsion control device 100. Thus, if the operator releases the movable lever 102 when it is in the second sub-range 124, the lever 102 will automatically spring back to the intermediate position 126, resulting in operation with optimal energy efficiency. Such an implementation can have a significant impact on the overall energy efficiency of operating the vessel 300, especially in the case of an inexperienced operator.

[0035] Finally, referring to Figure 3, an example of a vessel 300 is shown, which includes a ship propulsion control system 200 for operating the vessel 300 using a propulsion control device 100 as defined in this disclosure.

[0036] In the presented diagram, the vessel 300 is designed to have a hull 302 having a bow 304 and a stern 306. Four propulsion units 308, 310, 312, and 314 may be mounted in the stern 306. The propulsion units 308, 310, 312, and 314 may be pivotably positioned relative to the hull 302 to generate driving thrust in a desired direction of a generally conventional type. Alternatively, the propulsion units may be inboard propulsion units, mounted on the hull 302 on the underside of the vessel, or mounted in the stern 306 as so-called inboard / outboard motors. That is, the propulsion units 308, 310, 312, and 314 may be either outboard or inboard propulsion units.

[0037] It should be understood that the vessel 300 may be provided with more than four (or fewer than four) propulsion units. Furthermore, the vessel 300 may be provided with, for example, a bow thruster (not shown) to assist in "moving" the bow 304, for example, in windy conditions. The propulsion units 308, 310, 312, 314 and the bow thruster are operated based on commands generated when the movable lever 102 is tilted and / or rotated in the manner described above.

[0038] In summary, the present disclosure relates to a propulsion control device operable to provide speed commands for controlling a vessel, the propulsion control device comprising a movable lever extending along an axis, which is adapted to be manually tilted by an operator from a neutral position to a maximum forward position, the operating range between the neutral position and the maximum forward position comprising a first sub-range and a second sub-range divided by an intermediate position, the first sub-range being located between the neutral position and the intermediate position, the intermediate position being adjustable and selectable according to preset operating parameters for the vessel, and the propulsion control device comprising means configured to automatically return the movable lever to the intermediate position and keep it in the intermediate position when the movable lever is released within the second sub-range.

[0039] The advantages of complying with this disclosure include, for example, improvements in the perceptual feedback provided when operating the movable levers of the propulsion control system, as well as the possibility of lower energy consumption when propelling the vessel, and therefore, a lower environmental impact.

[0040] This disclosure envisions methods, devices, and program products on any machine-readable medium for performing a variety of operations. Embodiments of this disclosure may be implemented using current computer processors, or by dedicated computer processors for appropriate systems incorporated for this purpose or other purposes, or by hardwired systems. Embodiments within the scope of this disclosure include program products comprising a machine-readable medium, the machine-readable medium being for carrying or having machine-executable instructions or data structures stored therein. Such machine-readable medium may be any available medium accessible by other machines having a general-purpose or dedicated computer or processor.

[0041] For example, such machine-readable media may include RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage devices, magnetic disk storage devices or other magnetic storage devices, or any other media which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which are accessible by other machines having a general-purpose or dedicated computer or processor. When information is transferred to or provided to a machine via a network or another communication connection (either hardwired, wireless, or a combination of hardwired and wireless), the machine appropriately considers the connection to be machine-readable media. Therefore, any such connection is appropriately called machine-readable media. The above combinations are also included within the scope of machine-readable media. Machine-executable instructions include, for example, instructions and data that cause a general-purpose computer, a dedicated computer, or a dedicated processing machine to perform certain functions or sets of functions.

[0042] While diagrams may illustrate a specific order of method steps, the order of steps may differ from that shown. Furthermore, two or more steps may be performed simultaneously or partially simultaneously. Such variations depend on the software and hardware systems selected, as well as on the designer's choice. Any such variations are encompassed within the scope of this disclosure. Similarly, software implementations can also be implemented by standard programming techniques using rule-based logic and other logic to implement various connection, processing, comparison, and decision steps. Moreover, even though this disclosure is described with reference to specific exemplary embodiments, numerous different variations and modifications will be apparent to those skilled in the art.

[0043] Modifications of the disclosed embodiments can be understood and implemented by those skilled in the art in practicing the claimed disclosure, by examining the drawings, the present disclosure, and the appended claims. Furthermore, in the claims, the term “comprising” does not exclude other elements or steps, and the indefinite articles “a” or “an” do not exclude the plural.

Claims

1. A ship propulsion control system adapted to control a propulsion unit mounted on the hull of a ship (300), A propulsion control device (100) that is operable to provide speed commands for controlling a vessel (300), Navigation control system including digital map, Includes, The aforementioned propulsion control device is It includes a movable lever (102) extending along the axis (V) and adapted to be manually tilted by an operator from a neutral position (104) to a maximum forward position (106), The operating range (120) between the neutral position and the maximum forward position includes a first sub-range (122) and a second sub-range (124) separated by an intermediate position (126), and the first sub-range is located between the neutral position and the intermediate position. Unlike the neutral position, the aforementioned intermediate position is adjustable and selected according to the preset operating parameters for the vessel. The propulsion control device further includes means configured to automatically return the movable lever to the intermediate position and keep it in the intermediate position when the movable lever is released within the second sub-range. The aforementioned ship propulsion control system is The current coordinates of the vessel are determined using the aforementioned navigation control system. Using the aforementioned navigation control system, the speed limit is determined based on the current coordinates and the digital map, and, The intermediate position of the propulsion control device is adjusted based on the aforementioned speed limit. A ship propulsion control system adapted to such specifications.

2. The ship propulsion control system according to claim 1, wherein the means configured to automatically return the movable lever to the intermediate position includes a spring.

3. The ship propulsion control system according to claim 1, wherein the means configured to automatically return the movable lever to the intermediate position includes an electrically controlled stepping motor.

4. The ship propulsion control system according to any one of claims 1 to 3, further comprising means for manually adjusting the intermediate position.

5. The ship propulsion control system according to any one of claims 1 to 3, further comprising means for electrically adjusting the intermediate position.

6. The ship propulsion control system according to any one of claims 1 to 5, wherein the movable lever remains in a position within the first sub-range even when released within the first sub-range.

7. A ship propulsion control system according to any one of claims 1 to 6, wherein when the movable lever is moved within the first sub-range, a predetermined level of frictional resistance is applied.

8. The system further includes a control unit connected to means for electrically adjusting the intermediate position, The control unit is The preset operating parameters for the vessel are received, and, Activate means for electrically adjusting the intermediate position based on the received preset operating parameters. It is adapted to be so The ship propulsion control system according to claim 5.

9. The ship propulsion control system according to claim 5, wherein the means for electrically adjusting the intermediate position includes an actuator.

10. The ship propulsion control system according to claim 8 or 9, wherein the preset operating parameters are received from a ship's navigation control system.

11. The ship propulsion control system according to any one of claims 1 to 10, wherein the movable lever (102) is further adapted to be manually tilted from the neutral position (104) to the maximum reverse position (108).

12. The ship propulsion control system according to any one of claims 1 to 11, wherein the movable lever (102) is further adapted to be rotatable around the shaft.

13. Propulsion units (308, 310, 312 and 314), The ship propulsion control system according to claim 1, Including ships (300).

14. The propulsion unit comprises at least a first propulsion unit (308) and a second propulsion unit (310) in the vessel (300) according to claim 13.

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