Intelligent maneuvering system for easier boat handling

Abstract

The invention relates to an Intelligent Maneuvering System for Easier Boat Handling, which is an accessory for boating and boat maneuvering. This system enables easy and precise boat maneuvering based on actual measurements, computer modeling, and mathematics, according to the control values provided by a Joystick or a mobile phone App. It allows the boat to be maneuvered in the desired heading with the required force and rotation around its vertical axis. This significantly enhances the boat's maneuverability and truly enables agile movement of the boat in the desired manner.The system consists of three propulsion propeller drives, one of which may be the original bow thruster of the boat. Propeller drives are installed in the boat with an angular offset about 120 degrees, in which case the reference values for their six infinitely adjustable force vectors are calculated by the microcomputer to achieve the desired maneuvering effect.Using the maneuvering system's calculation software and the thrust forces of the infinitely adjustable motor drives, the boat can be rotated in place, driven in any arbitrary direction while keeping the bow heading unchanged, or rotated during linear motion.On the boat (FIG. 2), (1) three propeller drives (3) and (5) are installed, whose rev is controlled by the motor controller (23) or the hydraulic system valve (24). The Joystick (28) steering values are converted into thrust control commands for each motor controller in the maneuvering mathematics calculation.The content of the patent claims specifies a propulsion system implemented with three motor drives (3) and (5) arranged 120° apart, where the power of each motor drive (3) and (5) is controlled individually according to the maneuvering command given by the Joystick (28) based on the vector mathematics calculations performed by the control system's software taking into account the actual installing locations and dimensions of propeller drives relative to the COB as well as the effects of changes in hydrodynamic resistance when maneuvering in different directions, as determined by CFD calculations.

Description

FIELD OF THE INVENTION

[0001] The invention focuses on an Intelligent Maneuvering System for Easier Boat Handling, enabling easy and controlled boat maneuvering in all directions by adjusting the individual propulsion power sources that generate thrust.

[0002] The maneuvering system's propulsion i.e. thrust can partially or completely replace usage of combustion engine(s) used as the main propulsion of the boat. The maneuvering system can be installed as original equipment or retrofitted to most ferries, sailboats or motorboats.BACKGROUND TO THE INVENTION

[0003] Boat maneuvering systems on the market are based on propulsion units with individual controls and poorly compatible with each other, with suboptimal thrust direction. The user interface is a combination of several controls that are difficult to use at the same time, with the help of which, at best, only partial maneuverability to the desired direction can be achieved.

[0004] Current solutions (FIG. 20) make use of electric or hydraulic bow thruster (41) and stern thrusters (42) located transversely to the keel line, combined with one or more combustion engines and propellers (43). The propellers of engines installed in the engine room are driven by fixed axle drive or a stern drive with limited angle of turning, placed in the transom or on the bottom of the boat. Outboard engines with limited turning angles are pre-equipped with propellers. The thrusts provided by combustion engines are not controllable at low partial power, as even at idle revs the propeller thrust generally exceeds thrust of bow and stern thrusters, so that theoretically the boat cannot be maneuvered to all directions but instead for certain directions turns uncontrollably around its vertical axis. In addition, the controllability of thrust is impaired by the possible escape of combustion engine exhaust gases near the propeller, causing uncontrolled flows, exhaust bubbles and propeller not functioning as designed. Especially in planing and fast boats, propellers must be designed for better fuel economy and efficiency when driving forward, which means that when reversing, their functionality is significantly poorer.

[0005] In solutions using combustion engines, in order to achieve low thrusts at partial power, the rotation of their propeller must be repeatedly stopped at short intervals and reengaged using a transmission clutch, causing the clutch to make uncontrollable noise and wear mechanically, causing maintenance needs.

[0006] Two or more combustion engine outboards equipped with separate electric or hydraulic steering function, a partially controlled maneuverability can be achieved when the boat is equipped with an electric or hydraulic transverse bow thruster, but the limited turning angle of the outboard motors and the small distance between them, combined with the aforementioned control and durability issues, do not allow for their trouble-free operation. A similar steering system can be implemented with at least two inboard combustion engines equipped with stern drives. The pivoting electric or hydraulic steering of the outboard motors and stern drives is too slow to achieve fast and well responsive maneuvering. Propulsion drives with limited turning angles mounted under the hull of the boat are tilted around the longitudinal axis of the boat in accordance with the V-angle of the stern of the hull, so their thrust creates a tilting moment that feels unpleasant when the propulsion units are turned around their vertical axis.

[0007] With two or more PODs installed roughly vertically on the bottom of the boat, capable of independent 360° pivoting steering, full-speed driving, and turning are possible and function well, provided they are sufficiently far apart relative to the boat's dimensions. However, their electric pivoting is too slow to achieve responsive maneuvering in response to steering commands. As protrusions below the hull, they are vulnerable to damage from collisions. Many POD applications are equipped with a 3-axis Joystick.

[0008] The combined use of the combustion engine and the electric stern and bow thrusters (FIG. 20) with the control buttons (45), (46) for steering, the engine control levers (44), and the 1-axis Joysticks (45), (46), located at the control panel (47), is challenging and requires special skill and experience from the boat operator. When using them, attention must be paid to the heat management issue of the DC motors with carbon brushes, which necessitates limiting their operation to bursts of a few seconds, followed by long cooling periods.

[0009] With the help of transverse bow and stern thrusters, it is possible to drive the boat sideways and rotate it around its vertical axis in a roughly controlled manner by a skilled driver, but the arrangement does not allow driving in other directions.

[0010] In electric boats equipped with transverse bow and stern thrusters and a fixed electric propeller, controlled movement in the desired steering direction is not possible because the force vector of the fixed propeller or its extension passes through the centre of buoyancy (COB), which means it cannot counteract the turning moment caused by the bow and / or stern thrusters.

[0011] In many medium and larger motorboats, two transverse stern thrusters must be installed due to the engine's stern drive(s), outboard engines or other installations that resist water flow. Due to high power consumption, typically only the thruster that provides greater thrust in the selected direction is used at a time. A bow thruster and two stern thruster system is expensive and does not provide real added value to the boat's maneuverability.

[0012] The thrust of boat steering solutions based on water pumping is significantly weaker compared to propeller-based propulsion in relation to the electrical power used. This is due to the poor efficiency of the centrifugal pump, resulting in large equipment size and high cost.

[0013] True and controlled movement at the water's surface in the desired direction, while simultaneously compensating for the boat's uncontrolled turning, is not realistically achievable with current actuators. Nor can reliable semi- or fully automated functions, such as locally taught path navigation from the dock to outside the dock area or dynamic positioning, be attained using current combinations of systems.

[0014] The energy for the electrical system of modern inhabited boats is still primarily stored in traditional lead-acid batteries or their derivatives, whose characteristics limit the operating time of transverse bow and stern thrusters to a maximum of a few minutes. The low energy content, large space requirement, and high mass of lead-acid batteries make them difficult to use and limit the energy available for all the boat's living comfort needs, resulting in a constant need for charging from inadequately sized shore power systems at docks.

[0015] The use of combustion engines in harbours creates problematic local emissions, which has led to restrictions on their use in some harbours; in the future, the trend toward partially or fully electric boating is expected to increase.PURPOSE OF THE INVENTION

[0016] Handling a boat in harbour conditions is difficult for many boaters, which may cause damage to their own or others' boats by colliding with harbour structures or other boats. For cost reasons, ports are often made cramped, meaning easy and controlled maneuverability of boats significantly reduces the risk of collision and reduces the boater's unpleasant fear of controlling the boat. Due to the simple and clear 3-axis Joystick steering, boaters can focus on observing their surroundings and avoiding collisions instead of using multiple controls.

[0017] Maneuvering propulsion can be used instead of or in addition to the boat's main propulsion to move the boat forward or backward. If necessary, it acts as a safety-enhancing autonomous propulsion in the event of fuel running out or in the event of damage or failure of combustion engine propulsion. In case maneuvering propulsion is the only source of propulsion for the boat's movement, the boat's steering mechanism and rudders can be omitted to save costs and simplify the structure.

[0018] Maneuvering propulsion is suitable for installation during the manufacturing process or as a retrofit to ferries, single or multihull motorboats and single or multihull sailboats in sizes of approximately 7-25 m in length. The principle of operation does not limit the size or shape of the vessel or boat, the motor power and the thrust it gives can be selected depending on the installation object.

[0019] Controlled motion based on vector calculations in maneuvering mathematics enables the use of positional, directional and multi-axis acceleration data in addition to environmental sensor data in software development, making it possible to perform semi- or fully automated actions such as dynamic positioning, trained track driving and programmable track driving, while the control system compensates for deviations caused by external disturbances such as wind and currents.

[0020] The maneuvering system's modern battery bank, based on advanced battery chemistry, contains significantly more energy than a conventional boat battery bank, making it possible to use it to improve the living comfort of the boat, such as using a microwave or hairdryer. The maneuvering system's battery bank can be charged, for example, during docking preparations, while using the combustion engine propulsion, utilizing water flow from boat's movement rotating the two stern steering propulsion motors acting as charging generators, eliminating the need for the limited capacity electrical shore power of the dock for high-power charging.

[0021] The maneuvering propulsion mechanics, control electronics, and electrification enable continuous long-term operation, limited only by the energy content of the chosen battery bank.

[0022] The cost of adding intelligent steering to a boat already possibly equipped with a bow thruster and two transverse stern thrusters is small compared to the gain in maneuverability achieved.DESCRIPTION OF THE INVENTION

[0023] The movement of a boat in water can be mathematically simplified by ignoring external forces such as wind, currents and waves, and by calculating the effect of each propulsion system's thrust on the boat's calculated centre of buoyancy (COB). The sum of the thrust forces and their moment relative to the COB determine the boat's direction of movement at the water's surface level and its rotation around its vertical axis. Using the software of the control system, the directions and magnitudes of the propulsion force vectors can be calculated to achieve controlled maneuvering effects.

[0024] The parameterized structure of the control software allows for the input and modification of mechanical dimensions, electrical powers, propeller thrusts, and other parameters used in calculations, specific to the type of vessel or even individual vessels, to improve performance.

[0025] In theory, mathematically speaking, steering a boat is possible using three propeller drives, positioned at approximately 120° angles to each other, each rotating in two directions. These drives allow for six force vectors, enabling the desired maneuvering effect. A conventional bow thruster, installed at the bow of the boat or designed by the boat manufacturer, can be utilized as one of the propeller drives. The propeller drives can be conventional, commercially available units, if they are suitable for the desired operating periods without breaking or overheating excessively.

[0026] By equipping the control system with sufficient computing power, software, data networks, and a 3-axis Joystick, the boat can be maneuvered in a controlled manner to the desired heading using a single, user-friendly controller Joystick, keeping the keel heading unchanged, rotating in stationary position or rotating during the linear movement.LIST OF FIGURES

[0027] In the following, the invention will be described in detail with reference to the appended drawings, in which:

[0028] FIG. 1 shows the boat's coordinate system, dimensions, software parameters, and vector names. Schematic diagram.

[0029] FIG. 2A shows the combined effect of force vectors at the centre of buoyancy, a calculation example, isometric top view.

[0030] FIG. 2B shows the combined effect of force vectors at the centre of buoyancy, a calculation example, schematic view.

[0031] FIG. 3 shows the configuration of the battery bank, isometric top view.

[0032] FIG. 4 shows the configuration of the control system with its main components, isometric top view.

[0033] FIG. 5A shows a typical installation of a bow thruster, with a rim-drive motor, isometric top view.

[0034] FIG. 5B shows a typical installation of a bow thruster, with a rim-drive motor, isometric top view, an upscaled detail of FIG. 5A.

[0035] FIG. 6A shows a typical installation of a bow thruster, with a bevel gear electric motor, isometric top view.

[0036] FIG. 6B shows a typical installation of a bow thruster, with a bevel gear electric motor, isometric top view, an upscaled detail of FIG. 6A.

[0037] FIG. 7A shows a typical installation of a bow thruster, with a bevel gear hydraulic motor, isometric top view.

[0038] FIG. 7B shows a typical installation of a bow thruster, with a bevel gear hydraulic motor, isometric top view, an upscaled detail of FIG. 7A.

[0039] FIG. 8A shows a typical installation of a bow thruster, with a POD electric motor, isometric top view.

[0040] FIG. 8B shows a typical installation of a bow thruster, with a POD electric motor, isometric top view, an upscaled detail of FIG. 8A.

[0041] FIG. 9A shows fixed stern thruster drives mounted inside the transom, rim-drive motor, isometric top view.

[0042] FIG. 9B shows fixed stern thruster drives mounted inside the transom, rim-drive motor, isometric top view, an upscaled detail of FIG. 9A.

[0043] FIG. 10A shows fixed stern thruster drives mounted inside the transom with bevel gear electric motor, isometric top view.

[0044] FIG. 10B shows fixed stern thruster drives mounted inside the transom with bevel gear electric motor, isometric top view, an upscaled detail of FIG. 10A.

[0045] FIG. 11A shows fixed stern thruster drives mounted inside the transom with bevel gear hydraulic motor, isometric top view.

[0046] FIG. 11B shows fixed stern thruster drives mounted inside the transom with bevel gear hydraulic motor, isometric top view, an upscaled detail of FIG. 11A.

[0047] FIG. 12A shows fixed stern thruster drives mounted inside the transom, POD electric motor, isometric top view.

[0048] FIG. 12B shows fixed stern thruster drives mounted inside the transom, POD electric motor, isometric top view, an upscaled detail of FIG. 12A.

[0049] FIG. 13A shows fixed stern thruster drives mounted outside the transom, rim-drive motor, isometric top and bottom views.

[0050] FIG. 13B shows fixed stern thruster drives mounted outside the transom, rim-drive motor, isometric top and bottom views, an upscaled detail of FIG. 13A.

[0051] FIG. 13C shows fixed stern thruster drives mounted outside the transom, rim-drive motor, isometric top and bottom views, an upscaled detail of FIG. 13A.

[0052] FIG. 14A shows fixed stern thruster drives mounted outside the transom, POD, hydraulic or electric motor, isometric top and bottom views.

[0053] FIG. 14B shows fixed stern thruster drives mounted outside the transom, POD, hydraulic or electric motor, isometric top and bottom views, an upscaled detail of FIG. 14A.

[0054] FIG. 14C shows fixed stern thruster drives mounted outside the transom, POD, hydraulic or electric motor, isometric top and bottom views, an upscaled detail of FIG. 14A.

[0055] FIG. 15A shows stern thruster drives with rim-driven motors mounted on the outside of the transom, pivotable between two fixed positions, isometric bottom view.

[0056] FIG. 15B shows stern thruster drives with rim-driven motors mounted on the outside of the transom, pivotable between two fixed positions, isometric bottom view, an upscaled detail of FIG. 15A.

[0057] FIG. 15C shows stern thruster drives with rim-driven motors mounted on the outside of the transom, pivotable between two fixed positions, isometric bottom view, an upscaled detail of FIG. 15A.

[0058] FIG. 16A shows stern thruster drives with POD, bevel geared hydraulic or electric motors mounted on the outside the transom, pivotable between two fixed positions, isometric top and bottom views.

[0059] FIG. 16B shows stern thruster drives with POD, bevel geared hydraulic or electric motors mounted on the outside the transom, pivotable between two fixed positions, isometric top and bottom views, an upscaled detail of FIG. 16A.

[0060] FIG. 16C shows stern thruster drives with POD, bevel geared hydraulic or electric motors mounted on the outside the transom, pivotable between two fixed positions, isometric top and bottom views, an upscaled detail of FIG. 16A.

[0061] FIG. 17A shows the pivoting actuator of dual-position stern thrusters mounted outside the transom, self-locking gear motor, isometric top view.

[0062] FIG. 17B shows the pivoting actuator of dual-position stern thrusters mounted outside the transom, self-locking gear motor, isometric top view, an upscaled detail of FIG. 17A.

[0063] FIG. 18A shows the pivoting actuator of two-position stern thrusters mounted outside the transom, linear motor, isometric top view.

[0064] FIG. 18B shows the pivoting actuator of two-position stern thrusters mounted outside the transom, linear motor, isometric top view, an upscaled detail of FIG. 18A.

[0065] FIG. 19 shows simplified data transfer of the control system, schematic diagram.

[0066] FIG. 20 shows the conventional bow thruster and stern thruster(s) and main propulsion installation of a boat, schematic diagram.DETAILED DESCRIPTION OF THE INVENTION

[0067] A transverse bow thruster (3) is installed in the bow (2) of the boat (1), which can be a more efficient electric rim-drive motor (3a) with an internal propeller, a bevel geared electric motor drive (3b), a bevel geared hydraulic motor drive (3c) or a POD electric motor drive (3d) shaped like the lower part of an outboard motor, where the propeller is directly on the shaft of the electric motor or its gearbox. Two stern drives (5) are symmetrically installed on either side of the keel line (7) at the stern (6) of the boat (1), at about 30° angle to the keel line (7), to the right and left looking towards the bow, forming a triangle with the bow thruster (3) with approximately 60° angle at each vertex.

[0068] By pivoting the stern thrusters (5) from their nominal direction by 0-15°, mirrored inward or outwards from the keel line (7) during the design and installation phase, the boat's handling and characteristics can be enhanced towards specific direction, such as directly sideways or forward. (FIG. 2).

[0069] The predesigned and / or preinstalled bow thruster tunnel (4) and bow thruster (3) from the conventional bow thruster installation can be utilized, provided that the bow thruster (3) is suitable for sufficiently long continuous use. Stern thruster applications (5) can use actuators similar to those used for bow thrusters (3), and all three can produce different thrust forces, with the steering system (21) compensating for the thrust differences based on the direction of travel.

[0070] The aim to design and install bow thruster installation (3) and stern thruster installations (5) symmetrically with respect to the boat's centre of buoyancy COB (22) so that the perpendicular distances of their force vector directions from point COB (22) are the same. The symmetrical installation ensures that the system's efficiency is at its best, and no energy is wasted on moment correction. The actual dimensions are considered in the calculation using the parameters of the steering system (21). (FIG. 1)

[0071] Stern thruster installations (5) for the stern (6) of a boat (1) can be designed to be installed inside or outside the transom of the boat, depending on the boat's features and space utilization, in six different ways as follows:

[0072] 1. Thruster tunnels (4) installed symmetrically inside the transom at the rear corners, equipped with electric rim-driven motors (3a). A streamlined water flow controller (10) is installed on the side of the boat to prevent water from flowing through the propeller tunnel (4) at high speeds. (FIG. 9)

[0073] 2. Thruster tunnels (4) installed symmetrically inside the transom at the rear corners, equipped with one of the following:

[0074] a. Bevel-geared electric motor drive (3b). (FIG. 10)

[0075] b. Bevel-geared hydraulic motor drive (3c). (FIG. 11)

[0076] c. POD electric motor drive (3d). (FIG. 12)

[0077] A streamlined water flow controller (10) is installed on the side of the boat to prevent water from flowing through the propeller tunnel (4) at high speeds.

[0078] 3. Rim-driven motors (3a) mounted fixedly outside the stern to a water flow control box (12) attached to the transom (8) and / or to swim platform (11), which acts as a smooth extension for the underwater parts of the boat, and if applicable as a mounting surface for trim tabs (13) used to adjust pitch as well as water flow device preventing the propeller of the electric motor (3a) hitting water at high speeds when driving with combustion engine. (FIG. 13)

[0079] 4. Bevel gear electric motor drives (3b), hydraulic motor drives with bevel gear (3c) or POD electric motor drives (3d) mounted fixedly outside the stern to a water flow control box (12) attached to the transom (8) and / or to swim platform (11), which acts as a smooth extension for the underwater parts of the boat, and, if applicable, as a mounting surface for trim tabs (13) used to adjust pitch, as well as a water flow control device preventing the propeller from hitting water at high speeds when driving with combustion engine. (FIG. 14)

[0080] 5. Rim-drive motors (3a) with pivoting swivel arm arrangements (14) mounted outside the transom by means of a boat-specific fitting bracket (15). The swivel arm arrangement (14) allows the rim-drive motors (3a) to operate in two positions, between which they pivot independently using their propeller's thrust and locking in place by means of an electrically controlled mechanical locking device (16). In the maneuvering position, (FIG. 15) on the left side (19), the rim-drive motor (3a) is turned outward, so that its propeller flow bypasses the contours of the boat. In the forward moving position (20), (FIG. 15) on the right side, the rim-drive motors are turned close to the transom of the boat (8), so that their thrusts are parallel to the keel line of the boat (7), allowing for a greater sum vector of thrusts when driving forward. When driving at high speeds with a combustion engine, the transom (8) of the boat protects the motor drives in the forward moving position (20) from the flow of water.

[0081] 6. Bevel-geared electric motor drives (3b), bevel-geared hydraulic motor drives (3c) or POD electric motor drives (3d) with slewing bearing assembly (17), are mounted outside the transom by means of a boat-specific fitting bracket (18). The swivel bearing design (17) allows the motor drives to operate in two positions, between which they pivot independently using the thrust of their propeller and locking in place by means of an electrically controlled mechanical locking device (16). In the maneuvering position, (FIG. 16) on the left side (19), the motor drives are turned outward, so that their propeller flow bypasses the contours of the boat. In the forward moving position (20), (FIG. 16) on the right side, the motor drives are turned close to the transom of the boat (8), so that their thrusts are parallel to the keel line of the boat (7), allowing for a larger sum vector of thrusts when driving forward. When driving at high speeds with a combustion engine, the transom (8) of the boat protects the motor drives in the forward moving position (20) from the flow of water.

[0082] The motors are continuous duty electric motors such as brushless DC motors, synchronous motors or 3-phase squirrel cage motors, whose revs are infinitely adjustable by means of the control system (21) motor controllers (23). The motor controllers can be integrated into the electric motor drives or separate, end-of-cable mounted. The rotational revs of hydraulic motors are infinitely adjusted by means of the control system (21) hydraulic valve (24).

[0083] The main components of the electrical system are a battery bank (26) consisting of battery cells (25), a battery management system (BMS) (27) for controlling and regulating the battery cells, safety devices such as fuses and switches, cabling, a 3-axis Joystick (28) for control, motor controllers (23) or hydraulic valves (24), and control electronics (29) containing computing power.

[0084] The battery bank (26) can be used for boat living comforts, such as using a microwave or hairdryer, and it can be charged:

[0085] 1. by shore power when docked

[0086] 2. by the excess power of the combustion engine's alternator

[0087] 3. by the rotation of electric motors powered by water flow, acting as a generator at slow boat speeds when moving under combustion engine power, for example, when approaching a harbour.

[0088] The control electronics (29) include power supplies, a microcomputer (30) such as a Raspberry Pi or an Arduino, communication networks (31) for external actuators, device controllers, and sensors, as well as power supplies and wireless communication modules (36), like GSM and WiFi, with possible SIM card. The 3-axis Joystick (28) operates infinitely, providing the control system with input for the desired direction of heading, thrust, as well as the direction and intensity of turning. The Joystick (28) can be equipped with one or more buttons (28a) that can be used to issue boat maneuvering commands, such as “hold against the dock”, “maintain position”, “continue moving in the specified direction” and so on.

[0089] The controlled steering of the boat to execute the heading and turning commands provided by the three-axis Joystick (28) is achieved through the combined use of three propulsion thruster drives (3) and (5), nominally spaced 120° apart. Each thruster drive can rotate in two directions, providing, from a mathematical perspective, six force vectors whose direction lines do not pass through the boat's centre of buoyancy COB (22), thus forming a division of six 60° sectors. The thrust forces of the thruster drives (3) and (5) across their entire operational RPM range are determined, and from the results, a mathematical formula is derived to calculate the RPM of the thruster drives (3) and (5) corresponding to the desired thrust force.

[0090] In control mathematics, vector calculus eliminates uncontrolled boat rotation around its vertical axis by automatically compensating for the turning moment caused by three force vectors relative to the centre of buoyancy COB (22).

[0091] The boat (1) operator uses the Joystick (28) to specify the desired boat heading (AJoy), propulsion force (FJoy), turning direction (RJoy), and turning force (RFJoy). Based on this maneuvering command, the software of the control system (21) microcomputer (30) calculates the direction and force of the sum vector (F123) of the propulsion forces, as well as the direction of the turning moment vector (R123) and its force (RF123), which implements the desired maneuvering effect. To achieve the maneuvering effect, usually three, and in special cases, such as driving straight ahead, two individual force vectors are used from the six available.

[0092] The distance of the force vectors (F1V and F1O) of the bow thruster system (3) from the centre of buoyancy COB (22) is (ML1), and their thrust direction is perpendicular to the keel line (7) according to angles (AF1V and AF1O). The distances of the force vectors (F2E and F2T) and (F3E and F3T) of the stern thruster systems (5) are (ML2) and (ML3), respectively. The nominal angles of 30° (AF2) and (AF3) define the angle of the stern force vectors relative to the keel line (7). The force vectors (F1V, F2T, and F3E) create a moment that rotates the boat (1) clockwise (+CW) relative to their moment arms, while the force vectors (F1O, F2E, and F3T) create a moment that rotates the boat (1) counterclockwise (−CCW) relative to their moment arms (FIG. 1).

[0093] As the boat moves to the direction of Joystick (28) command heading at a power level of 0-100% in the desired direction, the underwater parts of the boat experience drag, which can be mathematically determined using CFD (Computed Fluid Dynamics) flow simulation programs. The magnitude of the drag and the asymmetry of the boat's shape relative to the COB (22) when moving in different directions can be considered in the control mathematics and in dimensioning of the motor thrust forces to achieve the desired performance.

[0094] The application software for boat maneuvering runs on a microcomputer (30) executing:

[0095] 1. Vector and maneuvering mathematics calculations

[0096] 2. Considering the actual boat-specific installation dimensions of bow thruster (3) and stern thrusters (5) and centre of buoyancy COB (22) in the calculation. As parameters (FIG. 1), e.g.:

[0097] a. (AF1O) and (AF1V), i.e. the angle between the bow thruster drive (3) force vector (F1O) or (F1V) and the keel line (7).

[0098] b. (AF2) i.e. the angle between the power vector (F2E) or (F2T) of the stern thruster drive (5) on the right side and the keel line (7)

[0099] c. (AF3), i.e. the angle between the power vector (F3E) or (F3T) of the stern thruster drive (5) on the left side and the keel line (7).

[0100] d. (XF1), i.e. the position of the bow thruster drive (3).

[0101] e. (XF2) and (YF2), i.e. the position of the right stern thruster drive (3).

[0102] f. (XF3) and (YF3), i.e. the position of the left stern thruster drive (3).

[0103] g. (XCobD), i.e. boat-specific correction for moving COB (22), X-axis direction

[0104] h. (YCobD), i.e. boat-specific correction for moving COB (22), Y-axis direction

[0105] i. (COB) position relative to the selected origin of the boat, coordinates X, Y and Z.

[0106] 3. Controlled limitation of electric motor power in use due to battery discharge, heating of motors or other electrical equipment to prevent equipment breakdowns and reduce the risk of fire.

[0107] 4. As the boat's drag changes when driving in different directions, its effect in the direction of propagation and uncontrolled rotation is compensated for.

[0108] 5. Wired network (FIG. 19) communication with the BMS (27) controlling the battery bank (26).

[0109] 6. Wired network (FIG. 19) communication with the propeller drive motor controllers (23) and / or hydraulic valves (24).

[0110] 7. Wired network (FIG. 19) communication with the Joystick (28).

[0111] 8. Wired network (FIG. 19) communication with the GPS (32).

[0112] 9. Wired network (FIG. 19) communication with the multi-axis accelerometer (33).

[0113] 10. Wired network (FIG. 19) communication with the electronic magnetic compass (34).

[0114] 11. Wired network (FIG. 19) communication with sensors already potentially installed on the boat, such as a wind sensor and a depth sounder.

[0115] 12. Wireless (FIG. 19) WiFi communication with the mobile phone (39) maneuvering application App.

[0116] 13. Wireless (FIG. 19) BlueTooth communication with the mobile phone (39) maneuvering application App.

[0117] 14. Wireless (FIG. 19) GSM (40) communication with the public mobile phone network using a SIM card.

[0118] The mobile phone (39) maneuvering application acts as an user interface and an alternative control method alongside the Joystick (28). App features and functions:

[0119] 1. Boat control user interface:

[0120] a. Fault notifications and their acknowledgements, including potential repair instructions.

[0121] b. Monitoring of equipment status and operation, such as battery voltage, current consumption, energy consumption, temperatures, and individual battery cell voltages.

[0122] c. Instrument panel to display battery charge level, remaining energy and range.

[0123] d. Maintenance requirement notifications and their acknowledgements.

[0124] 2. Wireless control of the boat with a finger and phone tilting instead of Joystick control (28).

[0125] 3. Defining and transferring boat parameters to the microcomputer (30).

[0126] 4. Defining and transferring battery bank (26) and battery cell (25) parameters to the microcomputer (30).

[0127] 5. Control software updates.

[0128] Downloading additional features for the control software, such as additional sensors, trained track driving and dynamic positioning, from the App store.

Claims

1. Intelligent Maneuvering System for Easier Boat Handling, designed to replace or complement the conventional combination of a boat's (1) bow thruster (41), stern thruster (42), and main engine(s) (43), along with their controls (47) used for maneuvering at displacement speeds, and to enable easy and precise maneuvering of the boat, characterized by the fact that the calculation of the control values for the force vectors in the maneuvering system takes into account the actual installation dimensions and orientations of the propeller drives, their relation to the centre of buoyancy (COB) (22) or to a point near the centre of buoyancy functioning as the effective centre of rotation around the boat's vertical axis, and the actual dimensions of the boat's hull form above and below the waterline as input parameters for computational fluid dynamics (CFD) calculations of hydrodynamic and acrodynamic drag in different headings. If necessary, the system compensates for their effect on the boat's undesired rotation around its vertical axis, by continuously adjusting individual thrust forces (F1O or F1V), (F2E or F2T), and (F3E or F3T), based on the heading (FJoy) and turning (RJoy) commands given by the Joystick (28) or the mobile phone (39) App2. Intelligent Maneuvering System for Easier Boat Handling as claimed in the claim 1, characterized by the fact that the software parameters allow the boat type and boat specific error correction factors to be set between the calculated COB (22) position and the verified and measured behaviour of the boat via the mobile phone App or, if necessary, via remote connection, so that the boat can perform full 360-degree horizontal movement toward a fixed direction without any unwanted rotation around its vertical axis, including the ability to rotate around its vertical axis during movement, or rotate in place without any horizontal movement, based on the heading (FJoy) and turning (RJoy) commands given by the Joystick (28) or the mobile phone (39) App.

3. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 2, characterized by the fact that COB and CFD calculations improve the efficient use of position, accelerometer, magnetometer, anemometer and spatial awareness sensor data for maneuvering in desired direction maintaining the original orientation of the keel line of the boat, the system compensates for the effects of the boat's asymmetrical drag on steering and prevents uncontrolled rotation around the vertical axis by simplifying the maneuvering software's algorithms.

4. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 3, characterized by the fact that a mobile phone (39) App application software acting as a user interface is equipped with a remote control capability for the boat, wherein the phone's built-in orientation detecting accelerometer is utilized to control the boat as with a Joystick (28) by tilting and / or rotating the phone to the desired position. The direction of tilting determines the desired movement direction, and the magnitude of tilting dictates the desired propulsion force. Rotating the phone in the plane parallel to the water surface determines the desired turning direction, while the angular acceleration dictates the turning force. A button on the phone's touch screen acts as a selection button for the control function and releasing it stops all movement.

5. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 4, characterized by the fact that a streamlined water flow controller (10) is installed on the side near the stern of the boat to prevent water from flowing through the propeller tunnels (4) at high speeds stopping the propellers when not used.

6. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 5, characterized by the fact that the control system has ability to charge the battery (26) using the energy generated by the rotation of the electric motors of the two propeller drives (3a, 3b and 3d) at the stern (6) of the boat (1) utilizing the flow of water. This is achieved when the boat is moving at low speeds using the combustion engine(s), for example, when approaching a harbour. This enables high-power charging independent of the shore power supply in combustion engine-powered boats.

7. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 6, characterized by the fact that the control system (21) microcomputer (30), application software calculates and limits the combined electrical power consumption of the propellers drives (3a, 3b and 3d) according to the maximum permissible electrical power output and output current of the battery bank (26) measured by the BMS (27), set as parameters, preventing battery damage and extending its lifespan.

8. Intelligent Maneuvering System for Easier Boat Handling as claimed in any of the claims 1 to 7, characterized by the fact that the propeller drives pivot between the maneuvering position (19) and the forward moving position (20) using the propulsion thrust of the stern propeller drives (3a, 3b, 3c and 3d) without an external actuator and are locked in their positions for use by means of an electrically controlled mechanical locking device (16).

Images