Trim control system, trim control device, and method

Abstract

A trim control system (110) for managing the trim of a marine vessel (100) includes at least one trim control device (112) designed to control the trim of the vessel (100). This trim control device (112) comprises a trim element (114) and an actuator (116) operationally connected to the trim element (114) and at least one spatial sensor (118) configured to measure one or more spatial parameters of the vessel (100). The trim control device (112) is adapted to be mounted on a mounting reference surface (106) connecting to a running surface of the vessel (100). A computing unit (120) is configured to adjust the sensor data received from the spatial sensor (118) based on the sensor input. The computing unit (120) controls the operation of the actuator (116) and trim element (114) based on the adjusted sensor data.

Description

[0001] MAVI0870

[0002] Trim control system, trim control device, and method Technical Field

[0003] The technology pertains to the field of marine engineering, specifically focusing on the control systems used for adjusting the trim of marine vessels.

[0004] Background

[0005] It is important to maintain optimal trim, pitch, and roll for ensuring stability, efficiency, and safety of marine vessels. Trimming a boat is essential for optimizing its performance, stability, and fuel efficiency. This is especially true for planning and semi planning boats. When a boat is properly trimmed, it can reach and maintain plane more efficiently, reducing drag and maximizing speed while using less fuel. This not only improves fuel economy but also enhances overall handling and control, making navigation smoother and safer, especially in rough waters or during turns.

[0006] A well-trimmed boat also maintains better stability by balancing its attitude in the water, preventing excessive bow rise or stern squat, both of which can lead to instability and discomfort for passengers. Additionally, proper trim adjustments help to reduce spray and prevent porpoising, which is when the boat repeatedly bounces on the water surface, making for an unpleasant ride.

[0007] Trimming is also crucial for adapting to different loads and water conditions. Depending on passenger distribution, cargo weight, and varying sea states, adjustments help maintain the best possible performance. Various devices, such as trim tabs and interceptors, have been developed to dynamically control these parameters. These devices typically include a water engagement member / element, such as a trim tab, trim element, an interceptor element or the like, an actuator, and a power supply. The actuator including or acing upon the water engagement member to displace it in water, thereby controlling the running trim and steering of the boat. The actuator can comprise one or a plurality of transmission mechanisms.

[0008] To automate the trim control process, systems often incorporate spatial sensors, such as inertial measurement units (IMUs), to sense the attitude, and change of attitude e.g. trimMAVI0870

[0009] and heel and change of trim and heel, of the boat in the water. However, the placement of these sensors is critical for accurate measurements. Ideally, the IMU should be placed as close as possible to the boat's centre of rotation to give the correct measurements representing the linear and rotational movements of the boat. If the IMU is placed far from the centre of rotation, its measurements are affected by the combined effects of both rotation and linear motion, which can lead to errors and require complex mathematical corrections.

[0010] However, the automatic trim control systems must be adapted to different types of vessels, boats and hull designs. This is due to the fact that each boat has unique characteristics and there is no fixed location for the control device, computing unit and / or distribution unit, which normally comprises the sensor(s) for sensing the attitude of the vessel in the water. As a result, the system needs to know where these units, i.e. sensors are located on the boat to calculate the correct values of the boat's attitude in the water. This presents a significant challenge, as it requires mounting requirement restriction, complex customization, manual configuration and / or rough estimations of system parameters for each specific boat.

[0011] Moreover, the lack of a fixed location for control and distribution units complicates sensor placement and calibration, contributing to the challenge of achieving consistent performance across different boat types. These issues can lead to suboptimal trim control, reduced efficiency, and potential safety risks.

[0012]

[0013] According to a first aspect of the disclosure, a trim control system for controlling the trim of a vessel comprises at least one trim control device, configured to control the trim of a vessel, and the trim control device comprise a trim element, and an actuator operatively coupled to the trim element, and at least one spatial sensor configured to measure one or more spatial parameters of the vessel, wherein the at least one trim control device is adapted to be mounted on a mounting reference surface connecting to a running surface of the vessel, and thereby the at least one spatial sensor is arranged at a sensor offset distance from a centreline of the vessel, and a computing unit configured to adjust the sensor data received from the at least one spatial sensor based on the sensor offset distance, wherein the computing unit controls the operation of the actuator and trim element based on the adjusted sensor data.MAVI0870

[0014] The actuator comprises of a motor and one or plurality of transmission mechanisms to transfer the torque of the motor to the trim element, which could be defined as being part of the actuator.

[0015] Trim element, trim member, water engagement member and / or water engagement element are all synonyms, used for trim planes, and or interceptor members engaging with the water to trim the vessel. Trim element will be used throughout this disclosure.

[0016] The sensor offset distance is the distance from the centreline (i.e. the vertical line through the keel) of the vessel and the respective spatial sensor in the plane perpendicular to the centreline. The sensor offset distance may be equal to or greater than zero.

[0017] The trim control system of this disclosure and the advantages derived therefrom relies on that trim control devices, are arranged at a mounting reference surface, e.g. the transom or the like of a boat, which is connected to a running surface of the vessel. The running surface or planning surface of a hull of a vessel is the part of the bottom of the hull that remains in contact with the water if / when the vessel is at planning speed. This surface is critical for the vessel’s performance, as it influences the amount of drag and how the boat handles in the different conditions. Commonly the running surface is located at the bottom of the hull at the stern, where the bottom of the hull connects with the transom. However, a vessels hull can be designed with additional running surfaces due to e.g. strakes and / or steps in the bottom of the hull. A mounting reference surface could also be connecting to any of these.

[0018] Now, for trim control devices to be functional in all speeds, they are arranged at the mounting reference surface, which connects to the running surface of the hull, where the trim element can be engaged with the water at all speeds. The mounting reference may be positioned to be adjacent to, intersect with, or both adjacent to and intersect with, a hull bottom portion that defines a running surface configured to contact water when the vessel is operated at planing speed.

[0019] The position of the trim control device is thereby known, to a certain extent, since the trim control device is arranged at the mounting reference surface, which connects to the running surface of the hull. The internal position of spatial sensor is also known, due to its integration in the trim control device. These known position in relation to the boat’s axis, enables an accurate and automatic identification of the sensor offset distance for each sensor, and thereby automatic identification of each sensor position on the mounting reference surface. Ultimately this enables a self-commissioning trim control system with increased precision of the vessel attitude in the water.MAVI0870

[0020] The spatial sensor can be arranged in the trim control device with an internal offset, towards the centre of the trim control device. The internal offset is however known per design and can thereby be compensated for.

[0021] Optionally in some examples, the trim control system further comprises a distribution unit configured to provide power and communication between the computing unit and a plurality of trim control devices. The computing unit is configured to determine an identity and / or a mounting order of the trim control devices, and thereby an identity and / or order of the spatial sensors, based on hardware input indicative of which connector or input port of the distribution unit each trim control device is connected to. The computing unit may use the determined identity and / or mounting order when determining the sensor offset distance and / or when adjusting sensor data.

[0022] Optionally in some examples, the mounting reference surface is a transom or a step of a stepped hull of the vessel. This provides pre-determined mounting locations for the trim control device and thereby the spatial sensor, accommodating different hull designs. Optionally in some examples, a plurality of trim control devices is adapted to be mounted symmetrically about the centreline of the vessel. This means that the sensor offset distance for each spatial sensor in a symmetric pair about the centreline can be cancelled out which makes processing the sensor data by the computing unit simpler.

[0023] Optionally in some examples, the trim control device is an interceptor device, and the trim element is an interceptor element that is adapted to extend into the water to generate lift and control the trim of the vessel.

[0024] Optionally in some examples, the at least one spatial sensor is mounted in a housing of the trim control device. Integrating the sensor within the trim control device housing provides a protected and compact arrangement, minimizing requirements of additional housings and sealings.

[0025] The housing of the trim control device may include sensor mounting reference features (e.g., ribs, pegs, bosses, or locating surfaces) that constrain a position and orientation of the spatial sensor relative to the housing of the trim control device. Because the housing of the trim control device has a known mounting boundary relative to the mounting reference surface of the vessel, the internal sensor position is thereby known with sufficient precision to support automatic determination of transverse offset distance and repeatable coordinate transformation.

[0026] Optionally in some examples, the at least one spatial sensor is mounted in an actuatorMAVI0870

[0027] housing of the actuator, optionally on a printed circuit board. Mounting the sensor in the actuator housing allows direct integration in the already sealed environment of the actuator, whereby additional sealing to facilitate a watertight enclosure is not needed. Neither is additional cabling needed to connect sensor to the system and an easy retrofit is enabled. The actuator housing and / or the printed circuit board may include sensor mounting reference features (e.g., ribs, pegs, bosses, or locating surfaces) that constrain a position and orientation of the spatial sensor relative to the actuator housing. Because the actuator housing has a known mounting boundary relative to the mounting refence surface of the vessel, the internal sensor position is thereby known with sufficient precision to support automatic determination of transverse offset distance and repeatable coordinate transformation.

[0028] Optionally in some examples, the at least one trim control device is a first trim control device, and a second trim control device are adapted to be mounted substantially symmetrically about the centreline on the mounting reference surface. This leads to at least two substantially symmetrically mounted spatial sensors and improves the accuracy and redundancy of spatial measurements.

[0029] Optionally in some examples, the first spatial sensor is adapted to be mounted at a first sensor offset distance from the centreline, and the second spatial sensor is adapted to be mounted at a second sensor mirrored offset distance from the centreline. This means that the sensor offset distance for each spatial sensor in a substantially symmetric pair about the centreline can be cancelled out which makes processing the sensor data by the computing unit simpler.

[0030] Optionally in some examples, the computing unit is configured to adjust the sensor data from the first spatial sensor and the second spatial sensor positioned substantially equidistant about the centreline.

[0031] Optionally in some examples, the at least one spatial sensor comprises an inertial measurement unit. Using an inertial measurement unit provides comprehensive spatial data, including acceleration, rotation, and orientation, for precise trim control.

[0032] As used herein, a ‘spatial sensor’ comprises an electronic sensor configured to output sensor data indicative of vessel motion and / or orientation, such as an IMU, accelerometer, gyroscope, magnetometer, inclinometer, and / or GNSS module.

[0033] Optionally in some examples, the spatial sensor comprises a combination of sensor to achieve a 3-axis spatial sensor, or a 3-axis accelerometer, a 3-axis gyroscope, a 3-axisMAVI0870

[0034] magnetometer and / or a 3-axis inclinometer.

[0035] The trim control system is configured to self-commission by determining, without manual measurement by an installer, a offset distance for each spatial sensor relative to the vessel centreline. This is enabled by (i) mounting the trim control device(s) on the mounting reference surface having a constrained and repeatable relationship to the vessel centreline, and (ii) a known internal sensor position within the trim control device and / or actuator housing.

[0036] In a non-limiting example, for each trim control device the computing unit determines a sensor position model comprising:

[0037] (a) a device mounting position on the mounting reference surface (e.g., based on a known mounting pattern, a stored parameter, or a device identity); and

[0038] (b) an internal sensor position relative to the device housing / actuator housing (e.g., a fixed internal offset defined by design and optionally enforced by sensor mounting reference features in the actuator housing).

[0039] The computing unit thereby determines an offset distance for the spatial sensor relative to the vessel centreline. This offset distance is then used as an input to subsequent processing of sensor data for vessel attitude estimation and trim control.

[0040] According to a second aspect of the disclosure, a trim control device configured to control the trim of a vessel, wherein the trim control device is configured to be mounted on a mounting reference surface at the vessel and the trim control device comprises a trim element, an actuator operatively coupled to the trim element, and at least one spatial sensor configured to measure one or more spatial parameters of the trim control device. When the trim control device is mounted on the mounting reference surface, the at least one spatial sensor is arranged at a sensor offset distance from a centreline of the vessel, and the at least one spatial sensor is configured to send sensor data measured by the at least one spatial sensor to a computing unit for controlling the trim control devices based on the measured sensor data and the sensor offset distance. This configuration enables a self-commissioning trim control system with increased precision of the vessel attitude in the water. The trim control device can easily be configured to for easy retrofitting.

[0041] According to a third aspect of the disclosure, a marine vessel is equipped with a trim control system and / or a trim control device as described herein. This integration provides enhanced trim control capabilities for improved vessel performance and stability.

[0042] According to a fourth aspect of the disclosure, a method for controlling the trim of a vesselMAVI0870

[0043] having at least one trim control device, the trim control device having an actuator operatively coupled to a trim element and at least one spatial sensor and is configured to control the trim of the vessel. The method comprising receiving sensor data from at least one spatial sensor, wherein the at least one spatial sensor is configured to measure one or more spatial parameters of the vessel and the at least one spatial sensor is mounted on a mounting reference surface at a sensor offset distance from a centreline of the vessel; adjusting the sensor data received from the at least one spatial sensor based on the sensor offset distance; and controlling the operation of the actuator and the trim element based on the adjusted sensor data. This method provides a self-commissioning approach to trim control, ensuring accurate adjustments based on spatial sensor data and offset distance considerations.

[0044] Optionally in some examples, the method comprises adjusting the sensor data from a first spatial sensor and at least one second spatial sensor positioned substantially equidistant about the centreline. This refinement enhances the balance and precision of trim adjustments by incorporating data from symmetrically positioned sensors.

[0045] Brief

[0046]

[0047] of the

[0048]

[0049] Examples are described in more detail below with reference to the appended drawings. Figure 1 is a schematic diagram of a vessel with a trim control system, including a trim control device, actuator, spatial sensor, computing unit, control interface, and distribution unit.

[0050] Figure 2 is a schematic diagram of a trim control system with a single trim control device and spatial sensor according to some examples.

[0051] Figure 3 is a schematic diagram of a trim control system with a plurality of trim control devices and spatial sensor according to some examples.

[0052] Figure 4 is a perspective view of an actuator with an actuator housing according to some examples.

[0053] Figure 5 is a flow diagram showing steps of method of controlling a trim control system according to some examples.

[0054] Figure 6 is another more detailed flow diagram showing steps of method of controlling a trim control system according to some examples.MAVI0870

[0055] Features

[0056]

[0057] Text

[0058] The detailed description set forth below provides information and examples of the disclosed technology with sufficient detail to enable those skilled in the art to practice the disclosure.

[0059] Figure 1 provides a schematic overview of a marine vessel 100 equipped with a trim control system 110. The trim control system 110 is arranged to optimize the performance and stability of the vessel 100 by dynamically adjusting its trim based on real-time data.

[0060] As shown in Figure 1, the trim control system 110 includes the at least one trim control device 112. In some examples, the trim control system 110 can have a single trim control device 112 e.g. as shown in Figure 2. However, in other examples, the trim control system 110 can comprise a plurality of trim control devices 112 e.g. as shown in Figure 3. There can be any suitable number of trim control devices 112 mounted on the vessel 100.

[0061] The trim control system 110 comprises the trim control device 112, the actuator 116, the spatial sensor 118, and the computing unit 120 as shown in Figure 1. The trim control device 112, typically an interceptor device or trim tab, interacts directly with the water to influence the attitude of the vessel 100, e.g. the trim or heel of the vessel in the water. The actuator 116 adjusts the position of the trim control element 114 based on commands from the computing unit 120. The spatial sensor 118, e.g. non-limiting examples of an inertial measurement unit (IMU), a 3-axis accelerometer, a 3-axis gyroscope, a 3-axis magnetometer, an inclinometer and / or the like, measures the spatial parameters of the vessel 100, such as the orientation, acceleration and motion of the vessel 100. The computing unit 120 processes the sensor data and sends control signals to the actuator 116 to maintain the desired trim.

[0062] Additionally, Figure 1 shows the control interface 136 and the distribution unit 138. The control interface 136 allows the operator to interact with the trim control system 110, providing input and receiving feedback. The distribution unit 138 manages the power and communication between the various components of the system. A power supply 162 provides electrical power to operate the trim control system 110. Figure 1 also shows a centreline 104 of the vessel 100, which is discussed in more detail below.

[0063] The trim control system 110 is designed for controlling the trim of a vessel 100. It enhances redundancy and fault tolerance through multiple spatial sensors 118. In some instances, the system may incorporate an additional spatial sensor 118 at the helm and / or fly bridge, and / or elsewhere, e.g. provided in the control interface 136 or the distribution unit or withMAVI0870

[0064] the computing unit 120. The system comprises a trim control device 112, a spatial sensor 118, a computing unit 120, and optionally, a distribution unit 138 and a power supply 162. The trim control system 110 includes at least one trim control device 112 that is configured to control the trim of the vessel 100 by displacing the trim element 114. The trim control device 112 includes an actuator 116 which is operatively coupled to the trim element 114. Accordingly, the actuator 116 is arranged to move the trim element 114 between an extended position where the trim element 114 fully engages the water and a retracted position where the trim element 114 does not engage the water. The actuator 116 can move the trim element 114 between any position between the fully extended and fully retracted position as required to adjust the trim of the vessel 100. The trim element 114 is discussed in more detail below.

[0065] In some instances, the trim control device 112 may include a trim control device housing that encloses and protects the components of the trim control device 112. In some examples, the trim control device 112 may be an interceptor device. However, the arrangement as discussed hereinafter is applicable to any suitable device for controlling the trim of a vessel 100 e.g. trim tabs etc.

[0066] As mentioned, the trim control device 112 includes an actuator 116. The actuator 116 is operatively coupled to the trim element 114 and is configured to adjust its position. The actuator 116 may include an actuator housing 150, an electric motor 152, a threaded rod 154, and a printed circuit board 156. The actuator 116 is discussed in more detail below in reference to Figure 4. Whilst Figure 4 shows the actuator 116 as an electric motor 152, in other examples any suitable actuator 116 can be used. For example, the actuator 116 can be a pneumatic actuator 116, hydraulic actuator 116, a linear actuator 116 or any other suitable actuator 116.

[0067] As discussed above, the trim control system 110 includes at least one spatial sensor 118. The spatial sensor 118 is configured to measure one or more spatial parameters of the vessel 100, such as attitude, position, orientation, motion, or the physical arrangement of objects in 3D space. This means that the spatial sensor 118 can provide measured spatial data related to the vessel 100 which can be used to control movement of the vessel 100. One such method of controlling the movement of the vessel 100 is controlling the trim of the vessel 100 as discussed herein.

[0068] The spatial sensor 118 is connected to the computing unit 120 and sends sensor data to computing unit 120. The spatial sensor 118 allows the trim control system 110 and the computing unit 120 to automatically calculate the distance of each sensor to the centrelineMAVI0870

[0069] 104 of the vessel 100.

[0070] In some examples, the spatial sensor 118 determines a spatial orientation by measuring the data of a 3-axis accelerometer while the vessel 100 is flat and stationary. In some examples, the spatial sensor 118 is an inertial measurement unit 158. The details of the inertial measurement units 158 are discussed further below in reference to Figure 4. In some configurations, the spatial sensor 118 may be adapted to be mounted on a mounting reference surface 106 at a sensor offset distance 144 from the centreline 104 of the vessel 100. The mounting reference surface 106 allows positioning of the spatial sensor 118 e.g. the inertial measurement unit 158 away from the centre of rotation of the vessel 100 whilst the computing unit 120 can still accurately process the sensor data from the spatial sensor 118. The arrangement of the spatial sensor 118 being adapted to be mounted on the mounting reference surface 106 allows for an optimised performance of the active trim control.

[0071] In particular, since the spatial sensor 118 is adapted to be mounted on the mounting reference surface 106, this mounting method ensures accurate measurements by having a fixed position relative to the vessel 100 and simplifies calibration procedures. The mounting reference surface 106 will be discussed in more detail below.

[0072] Alternatively, the spatial sensor 118 may be adapted to be mounted in the actuator housing 150 or in the trim control device housing. By mounting the spatial sensor 118 in the actuator housing 150 or the trim control device housing, the spatial sensor 118 can be mounted in housing having known dimension and known mounting boundaries on the vessel. This allows an accurate determining of the sensor offset distance 144 of the spatial sensor 118 from a centreline 104. Additionally, when the spatial sensor 118 is mounted in the actuator housing 150 or the trim control device housing, the spatial sensor 118 can be protected and located in a watertight enclosure. When the spatial sensor 118 is incorporated in the actuator, it can additionally use the same cabling, minimizing the need for additional contacting and cabling.

[0073] The sensor offset distance 144 is the distance of the spatial sensor 118 from the centreline 104 along the mounting reference surface 106. The sensor offset distance 144 is shown in Figures 2 and 3. In some examples, the sensor offset distance 144 is the perpendicular distance of the spatial sensor 118 from the centreline 104. In some examples, the mounting reference surface 106 is perpendicular to a centreline 104 of a vessel 100 and in this case, the sensor offset distance 144 is the distance that the spatial sensor 118 is located along the mounting reference surface 106. The sensor offset distance 144 is aMAVI0870

[0074] parameter for the computing unit 120 to accurately interpret the sensor data and adjust the trim control device 112 accordingly. The mounting reference surface 106 may have different arrangements as discussed below.

[0075] This sensor offset distance 144 can be predetermined based on an existing mounting position of the trim control device 112 on the mounting reference surface 106. Typically, the spatial sensor 118 is located remote from the centreline 104 e.g. as shown in Figure 2. However, in other examples, the sensor offset distance 144 can be zero e.g. the spatial sensor 118 is aligned along the centreline 104 when mounted on the mounting reference surface 106. An example of the spatial sensor 118 having a sensor offset distance 144 substantially equal to zero is shown in Figure 3 where the centremost spatial sensor 118 is aligned substantially on the centreline 104.

[0076] In Figure 2 there is a single spatial sensor 118. However, in other examples there can be any suitable number of spatial sensors 118. That is the trim control system 110 can have a plurality of spatial sensors 118. As shown in Figure 3 there are a plurality of spatial sensors 118 distributed along the mounting reference surface 106. Accordingly in some instances, there may be a first spatial sensor 140 and a second spatial sensor 142.

[0077] The first sensor offset distance 146 is the distance of the first spatial sensor 140 from the centreline 104 along the mounting reference surface 106, and the second sensor offset distance 148 is the distance of the second spatial sensor 142 from the centreline 104 along the mounting reference surface 106.

[0078] Accordingly, a first spatial sensor 140 and a second spatial sensor 142 as shown in Figure 3 form a sensor pair about the centreline 104. The sensor data from the first spatial sensor 140 and the second spatial sensor 142 can be combined. This means that the sensor data due to the sensor offset distances 144 can be cancelled out when the sensor data received from the first spatial sensor(s) 140 and the second spatial sensors 142 are combined. This means that the installation of the trim control system 110 is less sensitive to the transverse position of the spatial sensor 118. As shown in Figure 3 there can be a plurality of sensor pairs in the trim control system 110. Even if the spatial sensor 118 is not arranged centred in respective trim control device 112, the deviations of the sensor offset distances 144 at respective side can be considered small in comparison to the overall all tolerances, that those deviations can be neglected. However, since the position of respective spatial sensor 118 is known, also this deviation can be compensated if desired.

[0079] Furthermore, even though not disclosed in Figure 3 there can be any number of spatial sensors 118 in each trim control device 112. Figure 3 shows a trim control devices 112MAVI0870

[0080] with a single spatial sensor 118. There can be any number of spatial sensors 118 in a trim control device 112 as required.

[0081] The spatial sensor 118 may be a separate component to the actuator 116. Furthermore, the spatial sensor 118 can be a separate component from the trim control device 112. For example, the spatial sensor 118 may have a separate housing from the actuator 116 or the trim control device housing. An example is that the spatial sensor 118 is mounted within the actuator 116 of the trim control device housing because this makes installation of the spatial sensor 118 easier and reduces the need for additional cabling, simultaneously as the exact position and thereby sensor offset distance, of the spatial sensor 118 easily can be detected

[0082] An optional Global Navigation Satellite Systems (GNSS) module, e.g. GPS, Glonass or Galileo may provide global positioning data as an additional spatial sensor 118. The GNSS module can provide additional position data in addition to the sensor data generated by the inertial measurement unit 158.

[0083] The trim control system 110 includes a computing unit 120. The computing unit 120 is connected to the spatial sensor 118 and configured to receive sensor data therefrom. As discussed below, the computing unit 120 is configured to adjust the sensor data received from the spatial sensor 118 based on the sensor offset distance 144. In some examples the computing unit 120 is configured to retrieve the sensor offset distance 144 for the spatial sensor 118 from memory 124. For example, when the sensor offset distance 144 is known by design, when only one centred trim control device is used. The pre-determined the sensor offset distances 144 can be stored in memory 124ln other examples, the computing unit 120 may be configured to obtain the sensor offset distance 144 when the computing unit 120 receives the sensor data from the spatial sensor 118. For example, the computing unit 120 may determine the sensor offset distance 144 dynamically by comparing the input data from spatial sensors 118 from pairs trim control devices 112.

[0084] The sensor offset distance 118 is the distance from the centreline 104 (e.g. keel) of the vessel 100 and the respective spatial sensor 118 in the plane perpendicular to the centreline 104.

[0085] Now, each spatial sensor 118 can also have an internal offset distance in the trim control device 112, per design. The internal sensor offset distance can be the distance the spatial sensor 118 is offset from the centre of the trim control device and dependent on the hardware design, and thereby not varying. The internal offset distance can thereby be automatically compensated for. In the case for the centred trim control device 112, theMAVI0870

[0086] offset distance 144 and the internal offset distance is the same. Whereby also when using just one trim control device 112 as disclosed in figure 2, the offset distance is known. In some examples, the computing unit 120 is configured to adjust the sensor data from a first spatial sensor 140 and a second spatial sensor 142 positioned substantially equidistant about the centreline 104. For example, the computing unit 120 determines the amount of rotational and / or linear movement detected by the spatial sensor 118 due to the sensor offset distance 144 and disregards rotational and I or linear motion due to the sensor offset distance 144. When a first spatial sensor 140 and a second spatial sensor 142 are positioned equally about the centreline 104 the computing unit 120 can e.g. average the two sets of sensor data to compensate for the sensor offset distance 144. Further details of the algorithms for adjusting the sensor data based on the sensor offset distance 144 is discussed in more detail below.

[0087] The computing unit 120 is configured to control the operation of the actuator 116 and trim element 114 based on the adjusted sensor data. In this way, the computing unit 120 is configured to control the trim of the vessel 100 based on the adjusted sensor data. The computing unit 120 processes data received from the spatial sensor 118 and communicates with the distribution unit 138 to send control signals to the trim control device 112 and receive sensor data from the spatial sensor 118. The computing unit 120 may include a processor 122, memory 124, and a control interface 136, and may be located on the printed circuit board 156 as shown in Figures 2, 3, and 4.

[0088] In some examples, the computing unit 120 may be mounted on a printed circuit board 156 in the actuator 116 or trim control device. In some other examples, the computing unit 120 is remote from the trim control device 112 and connected thereto via the distribution unit 138. This means that the computing unit 120 can be mounted, where it is suitable for respective boat, e.g. on the inside of the hull and / or in the cabin and connected to the control interface 136 and a plurality of trim control devices 112.

[0089] As mentioned above, the computing unit 120 may include a control interface 136. The control interface 136 may be located at the helm of the vessel 100. The control interfaces 136 may include input devices that allow an operator to provide input to the system, such as buttons, joysticks or touchscreens. It may also include a display that provides visual feedback to an operator and buttons that allow the operator to input commands. This means that the computing unit 120 can control the trim control device 112 based on the adjusted sensor data and user input. The control interface could also be a mobile device provided adapted to communicate with the computing unit 120 of the trim control system 110, via a communication interface.MAVI0870

[0090] The trim control system 110 may include a distribution unit 138. The distribution unit 138 manages power and communication between the computing unit 120 and the trim control device 112, including the spatial sensor 118. The distribution unit 138 may include communication interfaces, such as a CAN bus or Ethernet. The computing unit 120 may be provided in the distribution unit 138.

[0091] The vessel 100 as shown in Figures 1, 2 and 3 has a centreline 104 and a mounting reference surface 106. The vessel 100 has a hull 102. None limiting examples of vessels 100 include a centre console boat, a fishing boat (such as a bass boat or offshore fishing boat), a sailboat (like a daysailer, cruising sailboat, or racing sailboat), a catamaran (sailing or power), a trimaran, a personal watercraft (such as a jet ski or wave runner), a rigid-hulled inflatable boat (RIB), an inflatable boat, a passenger ferry, or a cargo ship, pontoon, day cruiser, yacht, workboat, barge boat, tug boat and pilot boat.

[0092] The vessel 100 includes a hull 102. The hull 102 provides structure and hydrodynamic properties that interact with the trim elements 114. For example, the hull 102 may be a planing hull 102, semi-planing hull 102, displacement hull 102, mono-hull 102, a multi-hull 102 or a pontoon boat 102. The hull 102 can be any hull shape or form as required by the type of vessel 100.

[0093] Figure 2 provides a schematic representation of a trim control system 110 with a single trim control device 112 and spatial sensor 118, illustrating a simplified version of the disclosure. As mentioned above, Figure 2 demonstrates how a single trim control device 112, coupled with a spatial sensor 118, can effectively control the trim of a vessel 100.

[0094] The trim control device 112, which can be an interceptor device or a trim tab device, is positioned on the hull 102 of the vessel 100. The spatial sensor 118, typically an inertial measurement unit (IMU), is mounted on a vessel 100 at a known sensor offset distance 144 from a centreline 104 of the vessel 100.

[0095] The computing unit 120, based on the data from the spatial sensor 118, determines the necessary adjustments to the trim control device 112. It then sends control signals to the actuator 116, which in turn adjusts the position of the trim element 114. This dynamic adjustment of the trim element 114 allows the vessel 100 to maintain optimal trim in various operating conditions.

[0096] The trim control device 112 includes a trim element 114. The trim element 114 engages with the water to control the trim of the vessel 100. In some instances, the trim element 114 is displaced to a suitable level in the water. The trim element 114 is adapted to be mounted on the mounting reference surface 106 of the vessel 100.MAVI0870

[0097] In some configurations, the trim element 114 may be mounted on the transom 108 of the vessel 100. Commonly, as shown in Figure 3, a plurality of trim elements 114 may be mounted symmetrically about the centreline 104 of the vessel 100 on the transom 108. The trim element 114 may be aligned and along the bottom of the hull 102, e.g. as shown in Figure 3. As another alternative, the trim element 114 may be mounted in a step of a stepped hull 102.

[0098] In some embodiments, as disclosed in Figure 3, each trim control device 112 is connected to a distribution unit 138 via a respective cable and connector. The computing unit (120) is configured to determine which trim control device 112 and / or spatial sensor 118 corresponds to which received sensor data stream based on hardware input indicating which connector or input port of the distribution unit 138 the respective trim control device 112 is connected to. By associating each connector or input port with a predetermined position and / or side (port / starboard) on the mounting reference surface, the computing unit (120) may determine an order of the trim control devices 112 and thereby determine or verify the respective sensor offset distances (146, 148) used for subsequent adjustment and / or combination of sensor data.

[0099] Figure 2 shows a schematic arrangement of the computing unit 120. The computing unit 120 may include a processor 122. The processor 122 is configured to perform the algorithms stored in memory 124 to control the trim control system 110.

[0100] The computing unit 120 may include a memory 124. The memory 124 is configured to store data and algorithms. The memory 124 may store one or more parameters of the trim control system 110. These parameters are configured to store the sensor offset distance 144 for the trim control system 110. The memory 124 may also store algorithms.

[0101] The algorithms may be configured to store data and algorithms. The algorithms may include a sensor data pre-compensation algorithm 126, a bias calculation algorithm 128, a linear transformation algorithm 130, an error cancellation algorithm 132, and a sensor fusion algorithm 134. The operation of the algorithms will be discussed below in reference to Figures 5 and 6.

[0102] The sensor data pre-compensation algorithm 126 is one of the algorithms stored in the memory 124. The computing unit 120 is configured to run the sensor data precompensation algorithm 126. The sensor data pre-compensation algorithm 126 converts raw sensor data into the body frame of the vessel 100 based on initial static characterization measurements and tracked biases.

[0103] The bias calculation algorithm 128 is another of the algorithms stored in memory 124. TheMAVI0870

[0104] computing unit 120 is configured to run the bias calculation algorithm 128. The bias calculation algorithm 128 is configured to calculate bias values from sensor data and sensor offset distance 144.

[0105] The linear transformation algorithm 130 is yet another of the algorithms stored in memory 124. The computing unit 120 is configured to run the linear transformation algorithm 130. The linear transformation algorithm 130 is configured to transform data to a consistent coordinate system.

[0106] The error cancellation algorithm 132 is another of the algorithms stored in memory 124. The computing unit 120 is configured to run the error cancellation algorithm 132. The error cancellation algorithm 132 is configured to identify and eliminate errors in sensor data. The sensor fusion algorithm 134 is another one of the algorithms stored in memory 124. The computing unit 120 is configured to run the sensor fusion algorithm 134. The sensor fusion algorithm 134 is configured to combine data from multiple spatial sensors 118 to provide an accurate measurement.

[0107] The vessel 100 has a centreline 104. The centreline 104 is a longitudinal axis of the vessel 100 that extends through the middle of the vessel 100 from bow to stern and divides the vessel 100 into equal port and starboard halves. The centreline 104 serves as a reference for symmetrical positioning of components.

[0108] The vessel 100 has a mounting reference surface 106. The mounting reference surface 106 provides a structural mounting point for the trim control device 112. In some instances, the mounting reference surface 106 is perpendicular to the centreline 104. The mounting reference surface 106 may be a transom 108. In some instances, the transom 108 may be a step of a stepped hull 102. The transom 108 forms the stern of the vessel 100 and provides a mounting point for the trim control device 112.

[0109] In some examples the mounting reference surface 106 is arranged perpendicular or substantially perpendicular to the centreline 104. The mounting reference surface 106 serves as the mounting point for the trim control device 112 and the spatial sensor 118. The sensor offset distance 144, the distance between the spatial sensor 118 and the vessel's centreline 104, is a parameter used by the computing unit 120 to adjust the sensor data and ensure accurate trim control.

[0110] In some examples the mounting reference surface 106 is a vertical surface of the vessel 100. However, in other examples, the mounting reference surface 106 may be inclined to the vertical.MAVI0870

[0111] The mounting reference surface 106 provides a clear surface for mounting the trim control device 112 and the spatial sensor 118. At the same time the dimensions and relative position of the mounting reference surface 106 with respect to the vessel 100 is known. This means that the position of the spatial sensor 118 after installation is easily determined and can be compensated for by the computing unit 120. The centreline 104 of the vessel 100 is also easy to determine on the mounting reference surface 106 e.g. when the mounting reference surface 106 is the transom 108. This means that installation of the trim control system 110 is easier for the user. This is in contrast to other systems where a sensor may be mounted near the helm where the relative position of the sensor to the centreline 104 is difficult to measure.

[0112] The mounting reference surface 106 may have preexisting mounting points for the trim devices 112. In this case the sensor offset distance 144 may be predetermined before installation. Alternatively, the computing unit 120 may determine the sensor offset distance 144 after the trim control device 112 has been installed on the mounting reference surface 106, per design if just one centred trim control device and by comparing the input data from the pairs of trim control devices, if a plurality of trim control devices.

[0113] Figure 3 illustrates a trim control system 110 with multiple trim control devices 112 and spatial sensor 118, expanding upon the simpler system shown in Figure 2. The trim control system 110 is the same as that shown in Figure 2 except that there are more trim elements 114. Some of the features as shown in Figure 2 have been omitted from Figure 3 for the purposes of clarity. However, trim control system 110 in Figure 3 may also have all the features as shown in Figure 2. Furthermore, Figure 3 shows an exemplary arrangement of multiple trim control devices 112, each with its associated actuator 116 and trim element 114, positioned on the mounting reference surface 106 of the vessel 100. These trim control devices 112 can be interceptors or trim tabs, depending on the specific application. The computing unit 120 receives data from a plurality of spatial sensors 118 and, based on the sensor offset distance 144, calculates the necessary adjustments for each trim control device 112. It then sends control signals to the respective actuators 116, which adjust the positions of the trim element 114. This coordinated adjustment of multiple trim elements 114 allows for finer control over the vessel's 100 trim, optimizing its performance and stability in various sea conditions and manoeuvring scenarios.

[0114] The trim control system 110 may include a first spatial sensor 140. In some configurations, a first spatial sensor 140 and a second spatial sensor 142 are adapted to be mounted substantially symmetrically about the centreline 104 on the mounting reference surface 106. The first spatial sensor 140 and the second spatial sensor 142 may be positioned exactlyMAVI0870

[0115] symmetrically about the centreline 104 or substantially positioned about the centreline 104. For example, the first spatial sensor 140 and the second spatial sensor 142 may be respectively positioned with a first sensor offset distance 146 and a second sensor offset distance 148. The first sensor offset distance 146 and the second sensor offset distance 148 may be the same. Alternatively, the first sensor offset distance 146 and the second sensor offset distance 148 may have a variation relative to each other, inherent from the internal offset distance 144 (shown in Fig 2), from intentional or unintentional mounting displacement of the trim control device 112.

[0116] The trim control system 110 may include a power supply 162. The power supply 162 provides power to the trim control system 110, including the distribution unit 138, actuator 116, and spatial sensor 118.

[0117] Figure 4 provides a perspective view of an actuator 116 within an actuator housing 150. The actuator 116 plays a role in the trim control system 110 by adjusting the position of the trim element 114, which in turn controls the trim of the vessel 100. This figure details the internal workings of the actuator 116 and how its components contribute to the overall functionality of the trim control system 110.

[0118] The actuator housing 150 encloses and protects the internal components of the actuator 116. The actuator housing 150 is typically mounted on the mounting reference surface 106 of the vessel 100 at a sensor offset distance 144 from the vessel's centreline 104. The actuator housing 150 is designed to be water-sealed, protecting the internal components from moisture and corrosion in harsh marine environments. Inside the actuator housing 150, an electric motor 152 provides the motive force for adjusting the trim element 114. The electric motor 152 is operatively connected to a threaded rod 154, which together with a nut transmits the rotational motion of the motor to linear motion, thereby adjusting the position of the trim element 114. Alternatives to the threaded rod and nut 154 could include a ball screw, mechanical linkage, rack and pinion, hydraulic cylinder, pneumatic cylinder, or a linear actuator 116.

[0119] A printed circuit board 156 is also housed within the actuator housing 150. This circuit board contains the electronic components necessary for controlling the actuator's operation, including the electric motor 152 and communication with the distribution unit 138. The spatial sensor 118, can be mounted on this printed circuit board 156 within the actuator housing 150. The actuator housing 150 may optionally incorporate sensor mounting reference features 160. These features e.g. mounting pegs, ribs etc provide precise and consistent mounting locations for the spatial sensor 118 within the actuator housing 150, ensuring accurate and reliable measurements. These features are integral to the actuatorMAVI0870

[0120] housing 150 and define the mounting position for the spatial sensor 118.

[0121] The spatial sensor 118 may optionally include a 3-axis accelerometer. A 3-axis accelerometer measures linear acceleration in three axes and can function as a spatial sensor 118. It determines the gravitational vector's direction relative to the internal three-dimensional sensor axis, revealing the spatial sensor's inclination relative to notional horizontal and vertical planes. It helps define trim element 114 position and provides data on hull 102 deadrise, which affects trim element 114 lift generation properties.

[0122] The spatial sensor 118 may optionally include a gyroscope. A gyroscope measures angular velocity and can function as a spatial sensor 118. It measures vessel 100 motion, including rotational speed. It may be a 3-axis gyroscope.

[0123] The spatial sensor may optionally include an inclinometer. An inclinometer measures the angle of inclination relative to a notional horizontal plane and can function as a spatial sensor 118. It contributes to determining hull 102 inclination. It may be a 3-axis inclinometer. The spatial sensor 118 may optionally include a magnetometer. A magnetometer measures magnetic field strength and direction. It may be a 3-axis magnetometer.

[0124] Figure 5 presents a flow diagram illustrating the steps involved in controlling the trim control system 110, providing a high-level overview of the method. This diagram outlines the sequence of operations performed by the system to achieve and maintain the desired trim of the vessel 100. The diagram focuses on the interaction between the spatial sensor 118, the computing unit 120, and the actuator 116.

[0125] The initial step, as depicted in step 200, involves obtaining sensor data. The spatial sensor 118, mounted on the vessel 100, measures one or more spatial parameters, such as the orientation, motion, and attitude of the vessel 100. This data is then transmitted to the computing unit 120 for processing.

[0126] The next step, shown in step 202, is adjusting the sensor data based on the sensor offset distance 144. The computing unit 120 uses the known factors, e.g. the number of spatial sensors and internal order of the trim control devices 112, and thereby number of and order of spatial sensors 118, to determine the sensor offset distances 144. The sensor offset distances 144, is the distance between the respective spatial sensors 118 and the centreline 104. The sensor offset distances 144 are used to compensate for any inaccuracies in the sensor data caused by the spatial sensor 118. This adjustment ensures that the computing unit 120 receives accurate information about the actual trim of the vessel 100.MAVI0870

[0127] Following the adjustment of sensor data, the computing unit 120 determines the spatial information of the vessel 100, i.e. the attitude of the vessel in step 204. This involves processing the adjusted sensor data to calculate one or more of the attitude, pitch, roll, and yaw of the vessel 100. This information is for determining the necessary adjustments to the trim control device 112.

[0128] Based on the determined spatial information, the computing unit 120 determines the control signals to adjust the trim element 114in step 206. This involves calculating the required adjustments to the trim element 114 to achieve the desired trim. The control signals are then sent to the actuator 116.

[0129] Finally, the actuators 116 adjust the trim elements 114 based on the received control signals in step 208. This adjustment alters the attitude of the vessel 100 with the water, effectively controlling its trim. The continuous monitoring and adjustment of the trim element 114 ensures that the vessel 100 maintains optimal trim in various operating conditions. This dynamic trim control leads to improved performance, stability, and fuel efficiency. Figure 6 presents a more detailed flow diagram illustrating the steps involved in controlling the trim control system 110, expanding upon the simplified flow shown in Figure 5. This diagram provides a deeper understanding of one method by breaking down each step into its constituent parts, highlighting the algorithms and calculations performed by the computing unit 120. This detailed view is for comprehending the complexity and sophistication of the trim control system's 110 operation.

[0130] The process begins with obtaining sensor data, as shown in block 200. This step involves acquiring data from the spatial sensor(s) 118. The spatial sensor(s) 118 measures one or more spatial parameters of the vessel 100, such as its orientation, motion, and attitude. This data is for determining the current trim state, e.g. attitude of the vessel

[0131] In step 212 involves determining static information and sensor data. This can be the mounting order of the sensors on the mounting plane. This is known through hardware input, e.g. which actuator / trim control device 112, 116 and thereby sensor 118 that are connected to which input connection in e.g. the distribution unit. This also involves the mounting orientation of the respective trim control device 112, by determining the orientation of the respective spatial sensor 118. Whereby, the inclination of the spatial sensor 118 with respect to the vertical can be determined, which indicates the inclination of the bottom of the hull at the transom 108. These static information forms basis for the precompensation step 210.

[0132] Also, method step 220 forms basis for the pre-compensation. In control systems and sig-MAVI0870

[0133] nal processing, bias calculation refers to determining the systematic deviation of a sensor or system from the true value. It is typically computed by tracking the variation between the measured output and the actual (estimated) value over a period of time.

[0134] Now, in step 210, the computing unit 120 performs the sensor data pre-compensation algorithm 126, based on the input from the bias calculation in step 220 and the static sensor information in step 212. This step processes the sensor data received in step 200 with the determined mounting position and orientation of the trim control device.

[0135] After step 210, the computing unit 120 performs the linear transformation algorithm 130 (discussed in more detail below) in step 214. This uses information relating to the location of the spatial sensor 118 e.g. the sensor offset distance 144.

[0136] Step 216 performs the error cancellation algorithm 132 (discussed in more detail below) and details the process of identifying and eliminating errors in the sensor data using the mirrored arrangement of sensors around the boat's centreline 104. This step involves utilizing the data from mirrored sensors to cancel out errors caused by spatial sensor 118 misplacement. This error cancellation technique leverages the symmetrical arrangement of sensors to improve the accuracy of the trim control system 110. The error cancellation is enabled through the known relative positions of the spatial sensors on the mounting surface of the vessel defined by the mounting requirements to achieve effective control of the vessel attitude.

[0137] Following error cancellation, the sensor fusion algorithm 134 is performed, as shown in step 218. The sensor fusion algorithm 134 combines data from multiple spatial sensors 118 to produce the data required for extracting vessel 100 attitude readings. In relation to previously known arrangement, this fusion of sensor data provides a more accurate picture of the attitude of the vessel 100, due to the access to multiple sensor readings and preceding step 216 of cancelling sensor errors.

[0138] The next step, illustrated in block 219, involves determining the spatial information of the vessel 100 from the obtained adjusted sensor data. This step involves determining the attitude (pitch, roll, yaw) of the vessel 100 from the fused sensor data. This information is for determining adjustments to the trim element 114.

[0139] Based on the determined spatial information, the computing unit 120 determines the control signals to adjust the trim element 114 as previously discussed in step 214.

[0140] The trim control method is a systematic procedure employed to regulate the trim of a vessel 100 using a trim control system 110. This method involves a series of steps thatMAVI0870

[0141] utilize sensor data, offset measurements, and control algorithms to adjust the vessel's trim element 114 dynamically. The method begins with receiving sensor data, which is then adjusted based on the sensor offset distance 144. This adjusted data is used to determine the spatial information of the vessel 100, which in turn informs the determination of control signals. These signals control the actuator 116 and trim element(s) 114, ultimately adjusting the vessel's trim. The method prioritizes safety and performance by incorporating redundancy, fault tolerance, and dynamic adjustments based on real-time data. Variations in sensor types, mounting positions, and control algorithms can be implemented to adapt the method to different vessel 100 types and operating conditions.

[0142] The initial step in the trim control method involves gathering data from various sensors integrated into the system. These sensors are positioned to capture parameters that reflect the vessel's motion and orientation in the water. The primary sensor type is the spatial sensor 118, which may include inertial measurement units (IMUs), accelerometers, gyroscope, magnetometer, inclinometer, and gps module and / or 3-axis versions of the same. The data acquisition process involves collecting raw measurements from these sensors, which provide information about linear acceleration, angular velocity, inclination, and attitude. The received sensor data forms the basis for subsequent calculations and control decisions within the trim control system 110. The type and number of sensors used can be adapted based on the specific requirements of the vessel 100 and the desired level of control accuracy. For instance, a simple setup might use single-axis accelerometers, while a more complex system could incorporate multiple IMUs for redundancy and enhanced precision.

[0143] Linear acceleration data is acquired using accelerometers, which measure the rate of change of velocity in a straight line. This data provides information about the forces acting on the vessel 100, including gravity, buoyancy, and hydrodynamic forces. The accelerometer measurements are typically made in three axes, corresponding to the vessel's longitudinal, transverse, and vertical directions. This three-axis data allows for a comprehensive understanding of the vessel 100 linear motion and contributes to the determination of its spatial orientation and trim. Different types of accelerometers, such as single-axis and multi-axis accelerometers, can be used depending on the specific requirements of the trim control system 110. The choice of accelerometer depends on factors such as the desired accuracy, measurement range, cost, and sensitivity.

[0144] The acquisition of linear velocity data is typically performed continuously during the vessel's operation. The data is then transmitted to the computing unit 120 for processing and integration with other sensor data. The frequency of data acquisition can be adjustedMAVI0870

[0145] based on the desired level of control responsiveness and the dynamic characteristics of the vessel 100. In some cases, the linear velocity data may be filtered or processed to remove noise or unwanted artifacts before being used in the trim control algorithms. Angular velocity data can be acquired using gyroscopes, which measure the rate of change of the vessel's orientation. This data provides information about the vessel's rotational motion around its three principal axes: roll, pitch, and yaw. The gyroscope measurements are typically made in degrees per second or radians per second, providing real-time information about the vessel's angular motion. This data is for determining the vessel's dynamic behaviour and contributes to the overall understanding of its trim state. Different types of gyroscopes, such as mechanical gyroscope, optical gyroscope, and MEMS gyroscope, can be used depending on the specific requirements of the trim control system 110. The choice of gyroscope depends on factors such as accuracy, drift characteristics, and cost.

[0146] The acquisition of angular velocity data is typically performed continuously during the vessel's operation. The data is then transmitted to the computing unit 120 for processing and integration with other sensor data. The frequency of data acquisition can be adjusted based on the desired level of control responsiveness and the dynamic characteristics of the vessel 100. In some cases, the angular velocity data may be filtered or processed to remove noise or unwanted artifacts before being used in the trim control algorithms. Inclination data can be acquired using inclinometer(s), which measure the angle of tilt or inclination of the vessel 100 relative to a horizontal plane. This data provides information about the vessel's static and dynamic roll and pitch angles. Inclinometer measurements are typically made in degrees or radians, providing a direct indication of the vessel's orientation relative to the horizontal. This data is for determining the vessel's static trim and contributes to the overall understanding of its dynamic behaviour. Different types of inclinometers, such as liquid-based inclinometer, electrolytic inclinometer, and MEMS inclinometer, can be used depending on the specific requirements of the trim control system 110. The choice of inclinometer depends on factors such as accuracy, range of motion, cost, and environmental conditions.

[0147] The acquisition of inclination data is typically performed continuously during the vessel's operation. The data is then transmitted to the computing unit 120 for processing and integration with other sensor data. The frequency of data acquisition can be adjusted based on the desired level of control responsiveness and the dynamic characteristics of the vessel 100. In some cases, the inclination data may be filtered or processed to remove noise or unwanted artifacts before being used in the trim control algorithms.MAVI0870

[0148] Global positioning data can be acquired using a GPS receiver, which provides information about the vessel's location on the Earth's surface. This data includes the vessel's latitude, longitude, and altitude. GPS data can be used to enhance the trim control system's performance by providing information about the vessel's speed, heading, and course over ground. This information can be used to adapt the trim control algorithms to different operating conditions, such as changes in sea state or currents. The acquisition of GPS data is typically performed continuously during the vessel's operation. The data is then transmitted to the computing unit 120 for processing and integration with other sensor data. The frequency of data acquisition can be adjusted based on the desired level of control responsiveness and the dynamic characteristics of the vessel 100. In some cases, the GPS data may be filtered or processed to remove noise or unwanted artifacts before being used in the trim control algorithms.

[0149] After acquiring the raw sensor data, the next step is to adjust this data to account for the physical offset of the sensors from the vessel's centreline. This offset can introduce inaccuracies in the measurements, especially when the vessel 100 is undergoing rotational motion. The adjustment process involves utilizing the known sensor offset distance 144 and applying compensation algorithms. These algorithms typically involve geometric transformations and bias calculations to correct the sensor readings and represent the vessel's true motion and orientation. The adjusted sensor data provides a more accurate representation of the vessel's spatial parameters, which is for making informed control decisions. Different algorithms and techniques can be employed for sensor data adjustment, depending on the complexity of the system and the desired level of accuracy. For example, a simple system might use a linear transformation, while a more sophisticated system could implement advanced signal processing for optimal estimation.

[0150] The bias calculation algorithm 128 is implemented to estimate and compensate for systematic errors or biases present in the sensor data. These biases can arise from various sources, such as sensor misalignment, temperature variations, or manufacturing imperfections. The bias calculation algorithm 128 typically involves analysing the sensor data over time and identifying any consistent offsets or deviations from the expected values. The calculated bias values are then used to correct the raw sensor data, improving the accuracy of the trim control system 110. Different bias calculation methods can be employed, ranging from simple averaging techniques to more sophisticated Kalman filtering approaches. The choice of method depends on the specific characteristics of the sensors and the desired level of accuracy.

[0151] The bias calculation algorithm 128 is typically executed periodically or continuously in theMAVI0870

[0152] background, updating the bias estimates as new sensor data becomes available. The frequency of bias calculation can be adjusted based on the stability of the sensors and the rate at which biases are expected to change. The calculated bias values are stored in memory 124 and applied to the raw sensor data before being used in the trim control algorithms.

[0153] The sensor data pre-compensation algorithm 126 is implemented to correct for known distortions or nonlinearities in the sensor data. These distortions can arise from the sensor's inherent characteristics or from the influence of external factors, such as temperature or pressure. The sensor data pre-compensation algorithm 126 typically involves applying a pre-defined correction function to the raw sensor data, mapping the distorted measurements to their corresponding true values. The pre-compensated sensor data provides a more accurate representation of the physical quantities being measured, improving the overall performance of the trim control system 110. Different pre-compensation techniques can be employed, ranging from simple linearization methods to more complex polynomial fitting or lookup table approaches. The choice of technique depends on the specific characteristics of the sensors and the nature of the distortions.

[0154] The sensor data pre-compensation algorithm 126 is typically executed before the sensor data is used in the trim control algorithms. The pre-compensation function can be implemented as a separate module or integrated into the main control algorithms. The parameters of the pre-compensation function can be adjusted based on calibration data or experimental measurements.

[0155] The linear transformation algorithm 130 is implemented to convert sensor data from one coordinate system to another. This is often necessary when the sensors are not aligned with the vessel's principal axes or when data from multiple sensors needs to be combined in a common reference frame. The linear transformation algorithm 130 typically involves applying a rotation matrix to the sensor data, transforming the measurements from the sensor's local coordinate system to the vessel's body-fixed coordinate system. The transformed sensor data provides a consistent representation of the vessel's motion and orientation, regardless of the sensor's physical placement. Different rotation matrices can be used depending on the specific sensor configuration and the desired coordinate transformation. The parameters of the rotation matrix can be determined through calibration procedures or geometric calculations.

[0156] The linear transformation algorithm 130 is typically executed before the sensor data is used in the trim control algorithms. The rotation matrix can be implemented as a separate module or integrated into the main control algorithms. The parameters of the rotationMAVI0870

[0157] matrix can be adjusted based on calibration data or changes in the sensor configuration. The error cancellation algorithm 132 is implemented to mitigate the effects of random errors or noise present in the sensor data. These errors can arise from various sources, such as sensor noise, environmental disturbances, or communication interference. The error cancellation algorithm 132 typically involves applying filtering or averaging techniques to the sensor data, reducing the impact of random fluctuations and improving the signal-to-noise ratio. The error-cancelled sensor data provides a more stable and reliable representation of the physical quantities being measured, enhancing the robustness of the trim control system 110. Different error cancellation methods can be employed, ranging from simple moving average filters to more sophisticated Kalman filters or adaptive filtering techniques. The choice of method depends on the specific characteristics of the noise and the desired level of error reduction.

[0158] The error cancellation algorithm 132 is typically executed continuously or periodically in the background, processing the sensor data as it becomes available. The parameters of the error cancellation algorithm 132 can be adjusted based on the characteristics of the noise and the desired level of performance.

[0159] The sensor fusion algorithm 134 is implemented to combine data from multiple sensors, providing a more comprehensive and accurate estimate of the vessel's trim state. This is particularly useful when different sensors provide complementary information about the vessel's motion and orientation. The sensor fusion algorithm 134 typically involves weighting the sensor data based on their respective accuracies and combining them using a suitable fusion technique. The fused sensor data provides a more robust and reliable estimate of the vessel's trim, improving the overall performance of the trim control system 110. Different sensor fusion techniques can be employed, ranging from simple weighted averaging to more sophisticated Kalman filtering or Bayesian estimation approaches. The choice of technique depends on the specific characteristics of the sensors and the desired level of accuracy.

[0160] The sensor fusion algorithm 134 is typically executed after the sensor data has been pre-processed and transformed into a common coordinate system. The fusion algorithms can be implemented as a separate module or integrated into the main control algorithms. The parameters of the fusion algorithms can be adjusted based on the characteristics of the sensors and the desired level of performance.

[0161] Once the sensor data has been adjusted, the next step is to determine the spatial information of the vessel 100. This involves processing the adjusted sensor data to extractMAVI0870

[0162] meaningful information about the vessel's orientation and motion in three-dimensional space. The primary spatial parameters of interest include the vessel's attitude, which is typically represented by pitch, roll, and yaw angles. These angles describe the vessel's rotation around its longitudinal, transverse, and vertical axes, respectively. Determining the vessel's attitude is for understanding its current trim state and making appropriate adjustments. Additional spatial information, such as the vessel's position and velocity, can also be determined if GPS data is available. This information can be used to further enhance the trim control system's performance and adaptability to different operating conditions. Based on the determined spatial information of the vessel 100, the next step is to determine the control signals that will adjust the trim element 114. This involves calculating the required adjustments to the trim element's position to achieve the desired trim. The control signals are generated by the computing unit 120, which uses control algorithms to process the spatial information and determine the optimal position for the trim element 114. The control signals are then sent to the actuator 116, which adjusts the trim element 114 accordingly. The control algorithms used can vary in complexity, from simple proportional-integral-derivative (PID) controllers to more advanced adaptive control schemes. The choice of algorithms depends on the specific requirements of the vessel 100 and the desired level of control performance.

[0163] The final step in the trim control method involves controlling the operation of the actuator 116 and trim element 114. The actuator 116 receives the control signals from the computing unit 120 and adjusts the position of the trim element 114 accordingly. The trim element's movement alters the hydrodynamic forces acting on the vessel 100, effectively controlling its trim. The actuator's operation is typically controlled by a feedback loop, which ensures that the trim element 114 reaches the desired position accurately and efficiently. Different actuator 116 types, such as electric motor 152, hydraulic systems, or pneumatic systems, can be used depending on the specific requirements of the vessel 100 and the trim control system 110.

[0164] The trim control method incorporates several features to enhance safety and performance. Redundancy in sensor measurements and control systems ensures that the vessel's trim can be controlled even in the event of a sensor or actuator 116 failure. Fault tolerance mechanisms are implemented to detect and mitigate potential errors or malfunctions in the system. Dynamic adjustments based on real-time boat attitude data allow the trim control system 110 to adapt to changing sea conditions and maintain optimal trim. These features contribute to improved vessel 100 stability, fuel efficiency, and overall performance, while also ensuring safe operation in various operating conditions.MAVI0870

[0165] Example 1. A trim control system (110) for controlling the trim of a vessel (100), the trim control system (110) comprising:

[0166] at least one trim control device (112) configured to control the trim of a vessel (100) having: a trim element (114); and

[0167] an actuator (116) operatively coupled to the trim element (114); and

[0168] at least one spatial sensor (118) configured to measure one or more spatial parameters of the vessel (100), wherein

[0169] the at least one trim control device (112) is adapted to be mounted on a mounting reference surface connecting to a running surface of the vessel, and thereby the at least one spatial sensor (118) is arranged at a sensor offset distance (144) from a centreline (104) of the vessel (100); and

[0170] a computing unit (120) configured to adjust the sensor data received from the at least one spatial sensor (118) based on the sensor offset distance (144), wherein the computing unit (120) controls the operation of the actuator (116), and trim element (114) based on the adjusted sensor data.

[0171] Example 2. The trim control system (110) according to example 1, wherein the mounting reference surface (106) is a transom (108), or a step of a stepped hull of the vessel (100). Example 3. The trim control system (110) according to any of example 1 to 2, wherein the trim control device (112) is an interceptor device, and the trim element (114) is an interceptor element that is adapted to extend into the water to generate lift and control the trim of the vessel (100).

[0172] Example 4. The trim control system (110) according to any of the example 1 to 3, wherein the at least one spatial sensor (118) is mounted in a housing of the trim control device (112)

[0173] Example 5. The trim control system (110) according to any of example 1 to 4, wherein the at least one spatial sensor (118) is mounted in an actuator housing (150) of the actuator (116).

[0174] Example 6. The trim control system (110) according to any of example 1 to 5, wherein the at least one trim control device (112) is a first trim control device (112), and a second trim control device (112) is adapted to be mounted substantially symmetrically about the centreline (104) on the mounting reference surface (106).MAVI0870

[0175] Example 7. The trim control system (110) according to example 1 to 6, wherein the first spatial sensor (140) is adapted to be mounted at a first sensor offset distance (146) from the centreline (104), and the second spatial sensor (142) is adapted to be mounted at a second sensor offset distance (148) from the centreline (104).

[0176] Example 8. The trim control system (110) according to example 6 or 7, wherein the computing unit (120) is configured to adjust the sensor data from the first spatial sensor (140) and the second spatial sensor (142) positioned substantially equidistant about the centreline (104).

[0177] Example 9. The trim control system (110) according to any of example 1 to 8, wherein the at least one spatial sensor (118) comprises an inertial measurement unit.

[0178] Example 10. The trim control system (110) according to any of claims 1 to 9, wherein the spatial sensor comprises a 3-axis accelerometer, a 3-axis gyroscope, a 3-axis magnetometer and / or a 3-axis inclinometer.

[0179] Example 11. A trim control device (112) configured to control the trim of a vessel (100), wherein the trim control device (112) is configured to be arranged on a mounting reference surface (106) connecting to a running surface of the vessel (100), the trim control device (112) comprising:

[0180] a trim element (114);

[0181] an actuator (116) operatively coupled to the trim element (114); and

[0182] at least one spatial sensor (118) configured to measure one or more spatial parameters of the trim control device (112).,

[0183] wherein when the trim control device (112) is mounted on the mounting reference surface (106), the at least one spatial sensor (118) is arranged at a sensor offset distance (144) from a centreline (104) of the vessel (100); and

[0184] wherein the at least one spatial sensor (118) is configured to send sensor data measured by the at least one spatial sensor (118) to a computing unit (120) for controlling the trim control device (112) based on the measured sensor data and the sensor offset distance (144).

[0185] Example 12. A marine vessel (100), wherein the marine vessel (100), is equipped with a trim control system (110) and / or a trim control device (112) according to any of the preceding examples.MAVI0870

[0186] Example 13. A method for controlling the trim of a vessel (100) having at least one trim control device (112) having an actuator (116) operatively coupled to a trim element (114) configured to control the trim of the vessel (100) and provided with at least one spatial sensor (118), the method comprising:

[0187] receiving sensor data from at least one spatial sensor (118), wherein the at least one spatial sensor (118) is configured to measure one or more spatial parameters of the vessel (100) and the at least one spatial sensor (118) is mounted on a mounting reference surface (106) at a sensor offset distance (144) from a centreline (104) of the vessel (100); adjusting the sensor data received from the at least one spatial sensor (118) based on the sensor offset distance (144); and

[0188] controlling the operation of the actuator (116) and the trim element (114) based on the adjusted sensor data.

[0189] Example 14. The method according to example 13, wherein the method comprising adjusting the sensor data from a first spatial sensor (140) and at least one second spatial sensor (142) positioned substantially equidistant about the centreline (104).

[0190] The terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It will be further understood that the terms "comprises," "comprising," "includes," and / or "including" when used herein specify the presence of stated features, integers, actions, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or groups thereof.

[0191] It will be understood that, although the terms first, second, etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element without departing from the scope of the present disclosure.

[0192] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" or “equidistant” or “symmetrical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of theMAVI0870

[0193] device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present.

[0194] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. It will be further understood that terms used herein should be interpreted as having a meaning consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0195] It is to be understood that the present disclosure is not limited to the aspects described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and appended claims. In the drawings and specification, there have been disclosed aspects for purposes of illustration only and not for purposes of limitation, the scope of the disclosure being set forth in the following claims.

Claims

MAVI08701. A trim control system (110) for controlling the trim of a vessel (100), the trim control system (110) comprising:at least one trim control device (112) configured to control the trim of a vessel (100) having:a trim element (114); andan actuator (116) operatively coupled to the trim element (114); and at least one spatial sensor (118) configured to measure one or more spatial parameters of the vessel (100), whereinthe at least one trim control device (112) is adapted to be mounted on a mounting reference surface connecting to a running surface of the vessel, and thereby the at least one spatial sensor (118) is arranged at a sensor offset distance (144) from a centreline (104) of the vessel (100); anda computing unit (120) configured to adjust the sensor data received from the at least one spatial sensor (118) based on the sensor offset distance (144), wherein the computing unit (120) controls the operation of the actuator (116), and trim element (114) based on the adjusted sensor data.

2. The trim control system (110) according to claims 1, wherein the mounting reference surface (106) is a transom (108), or a step of a stepped hull of the vessel (100).

3. The trim control system (110) according to any of claims 1 to 2, wherein the trim control device (112) is an interceptor device, and the trim element (114) is an interceptor element that is adapted to extend into the water to generate lift and control the trim of the vessel (100).

4. The trim control system (110) according to any of the claims 1 to 3, wherein the at least one spatial sensor (118) is mounted in a housing of the trim control device (112) 5. The trim control system (110) according to any of claims 1 to 4, wherein the at least one spatial sensor (118) is mounted in an actuator housing (150) of the actuator (116).

6. The trim control system (110) according to any of claims 1 to 5, wherein the at least one trim control device (112) is a first trim control device (112), and a second trim control device (112) adapted to be mounted substantially symmetrically about the centreline (104) on the mounting reference surface (106).

7. The trim control system (110) according to claim 1 to 6, wherein a first spatial sensor (140) is adapted to be mounted at a first sensor offset distance (146) from the centreline (104), and a second spatial sensor (142) is adapted to be mounted at a second sensor offset distance (148) from the centreline (104).MAVI08708. The trim control system (110) according to claim 7, wherein the computing unit (120) is configured to adjust the sensor data from the first spatial sensor (140) and the second spatial sensor (142) positioned substantially equidistant about the centreline (104).

9. The trim control system (110) according to any of claims 1 to 8, wherein the at least one spatial sensor (118) comprises an inertial measurement unit.

10. The trim control system (110) according to any of claims 1 to 9, wherein the spatial sensor comprises a 3-axis accelerometer, a 3-axis gyroscope, a 3-axis magnetometer and / or a3-axis inclinometer.

11. A trim control device (112) configured to control the trim of a vessel (100), wherein the trim control device (112) is configured to be arranged on a mounting reference surface (106) connecting to a running surface of the vessel (100), the trim control device (112) comprising:a trim element (114);an actuator (116) operatively coupled to the trim element (114); and at least one spatial sensor (118) configured to measure one or more spatial parameters of the trim control device (112).,wherein when the trim control device (112) is mounted on the mounting reference surface (106), the at least one spatial sensor (118) is arranged at a sensor offset distance (144) from a centreline (104) of the vessel (100); andwherein the at least one spatial sensor (118) is configured to send sensor data measured by the at least one spatial sensor (118) to a computing unit (120) for controlling the trim control device (112) based on the measured sensor data and the sensor offset distance (144).

12. A marine vessel (100), wherein the marine vessel (100), is equipped with a trim control system (110) and / or a trim control device (112) according to any of the preceding claims.

13. A method for controlling the trim of a vessel (100) having at least one trim control device (112) having an actuator (116) operatively coupled to a trim element (114) configured to control the trim of the vessel (100) and provided with at least one spatial sensor (118), the method comprising:receiving sensor data from at least one spatial sensor (118), wherein the at least one spatial sensor (118) is configured to measure one or more spatial parameters of the vessel (100) and the at least one spatial sensor (118) isMAVI0870mounted on a mounting reference surface (106) at a sensor offset distance (144) from a centreline (104) of the vessel (100);adjusting the sensor data received from the at least one spatial sensor (118) based on the sensor offset distance (144); andcontrolling the operation of the actuator (116) and the trim element (114) based on the adjusted sensor data.

14. The method according to claim 13, wherein the method comprising adjusting the sensor data from a first spatial sensor (140) and at least one second spatial sensor (142) positioned substantially equidistant about the centreline (104).

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