Marine Input Device Saturation

The disclosure generally relates to navigation control in marine vessels. In particular aspects, the disclosure relates to marine input device saturation. The disclosure can be applied to marine vessels, such as leisure boats, ships, cruise ships, fishing vessels, yachts, ferries, among other vehicle types. Although the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.

The control of propulsion and navigation of marine vessels is a critical aspect of operation, especially in proximity to other objects such as docks or nearby boats where hazards may be prevalent. Traditionally, marine vessel control systems have incorporated a variety of mechanisms to ensure the safety and precision of these operations. Among these, the use of input devices as input devices has become increasingly popular due to their intuitive interface, allowing operators to control the direction and speed of the vessel with relative ease. In marine vessel operations, input device controls must be versatile and reliable across different vessels and systems. Challenges in achieving uniform control performance, streamlined maintenance, and broad compatibility with various vessel control architectures are prevalent. Enhancements in input device integration and functionality that overcome these challenges could significantly improve maritime operations.

It is in view these realizations and others that the present inventor is herein suggesting one or more improvements to the prior art of force feedback control for marine vessel input devices.

While input devices offer an intuitive interface for vessel operation, they are often limited by control through centralized marine vessel control systems, which can lead to challenges in adaptability and performance consistency across different vessels, complications concerning maintenance and diagnostics, and interoperability challenges with different marine vessel systems.

Existing systems control saturation by the general control system of the marine vessel rather than by the input device itself. This approach has several potential drawbacks that could impact the efficiency and flexibility of vessel operation. For instance, the locality of control may suffer, as modifications or calibrations to the saturation limits necessitate adjustments to the central control system of the marine vessel. This can be cumbersome, particularly when attempting to adapt an input device to different vessels with varying control system specifications.

Furthermore, when an input device is not equipped with its own saturation functionality, it becomes less portable and adaptable. Operators who are accustomed to a specific input device configuration may find it challenging to transition to different vessels, as each control system of a specific marine vessel type may impose different saturation behaviors on the input device inputs.

Maintenance and testing of the control systems can also become more complex when saturation is handled by the general marine vessel control system. Diagnosing issues or performing routine checks may require more extensive knowledge of the control architecture of the marine vessel, leading to increased downtime and potential operational delays.

Legacy marine control systems present another challenge. Integrating modern input devices with these existing systems can be particularly problematic if the control systems are not designed to accommodate external saturation control. This can limit the upgrade potential and extend the life of older vessels without significant and costly overhauls of their control systems.

Additionally, as the design of marine vessels evolves, scenarios may arise where multiple input devices are employed for joint control of a boat. In such cases, the potential need for one input device to exert a larger influence over control than others can introduce complexity into the control system.

Moreover, in centralized control systems, there are inherent latencies due to the time taken for input device input signals to be relayed to the central processor, processed in conjunction with other navigational data, and then communicated back as adjusted control commands to the propulsion system. This round-trip signal processing, especially when compounded with other computational tasks handled by the central system, can introduce noticeable delays in response to operator inputs. These delays can result in hazardous situations where quick response times may be of paramount importance.

Without input device-level saturation, coordinating the above dynamics efficiently can be a technical challenge. In light of the above and other related limitations, the present disclosure offers a more decentralized approach, where the input device itself contains the processing logic for input limits and responsiveness. This offers a more streamlined and adaptable solution for marine vessel control, which may lead to benefits such as easier maintenance, more straightforward upgrades for legacy vessels, reduced latency, and enhanced collaboration in multi-input device setups, among other advantages.

In a first aspect of the disclosure there is accordingly provided an input device for navigational control of a marine vessel. The input device comprises processing circuitry configured to input device for navigational control of a marine vessel, the input device comprising processing circuitry configured to obtain a requested input device input in response to a maneuvering of the input device; obtain a distance between the marine vessel and a closest obstacle located in a direction indicated by the requested input device input; and control saturation of the input device at least based on the distance, wherein the processing circuitry is integrated in the input device and configured to control the saturation independently of control circuitry of the marine vessel external to the input device. The first aspect of the disclosure may seek to solve the lack of adaptability and performance consistency in input device control. A technical benefit may involve an improved portability and adaptability of input devices, simplified maintenance and diagnostics due to localized processing circuitry, seamless integration with both modern and legacy marine systems, and efficient coordination in different input device usage scenarios.

Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to retain saturation control settings in a state disconnected from the marine vessel. A technical advantage may include the ability to maintain consistent control settings even when the input device is not actively connected to the vessel's main system, enhancing operational readiness.

Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to automatically detect and adapt to specific control characteristics of the marine vessel in response to a connection therewith being detected. A technical advantage may include seamless integration and immediate readiness of the input device when connected to different vessels, adapting to their unique control characteristics without manual intervention.

Optionally in some examples, including in at least one preferred example, the processing circuitry includes a data logging function configured to record saturation events in relation to requested input device inputs. A technical advantage may include the ability to analyze and refine control strategies based on historical data, improving the precision and effectiveness of saturation controls over time.

Optionally in some examples, including in at least one preferred example, the processing circuitry is enclosed in a housing arranged in the input device. A technical advantage may include an encapsulated processing circuitry within the input device and an enhanced protection of the circuitry from environmental factors, ensuring reliable operation under various maritime conditions.

Optionally in some examples, including in at least one preferred example, the processing circuitry is configured to further base the saturation control on one or more saturation profiles stored in a memory of the input device. A technical advantage may include tailored control responses that can be predefined according to different operational scenarios or user preferences, offering a customizable and versatile control experience.

Optionally in some examples, including in at least one preferred example, the input device is arrangeable in the marine vessel in conjunction with one or more second input devices involving respective integrated processing circuitry, the input device together with the one or more second input devices being configured for collaborative control of the marine vessel. A technical advantage may include enhanced control capabilities through the cooperative operation of multiple input devices, allowing complex maneuvers and distributed control tasks within the vessel.

Optionally in some examples, including in at least one preferred example, the one or more second input devices are associated with different saturation control settings than the input device. A technical advantage may include the ability to specialize control settings for different areas of the vessel or for different operational roles, enhancing the efficiency and safety of vessel operations.

Optionally in some examples, including in at least one preferred example, the input device comprises a position sensor configured to obtain position data of a position of the input device relative to boundaries of the marine vessel, wherein the processing circuitry is configured to adapt one or more saturation control settings based on the position data. A technical advantage may include optimized control responses based on the specific location of the input device within the vessel, ensuring that control adjustments are contextually appropriate.

Optionally in some examples, including in at least one preferred example, the input device is detachably arranged in the marine vessel. A technical advantage may include the flexibility to reposition or replace input devices easily, facilitating maintenance, upgrades, or reconfiguration of control setups as needed.

Optionally in some examples, including in at least one preferred example, the processing circuitry is further configured to obtain a velocity of the marine vessel in the direction towards the closest object and control the saturation based on said obtained speed of the marine vessel. A technical advantage may include dynamic control adjustments based on the vessel's movement towards obstacles, enhancing navigational safety by preventing collisions or reducing impact forces.

In a second aspect a marine vessel is provided. The marine vessel comprises the input device of the first aspect. The second aspect of the disclosure may seek to integrate a sophisticated input device into a marine vessel to provide enhanced navigational control, utilizing proximity-based saturation adjustments for increased maneuverability and safety. A technical benefit may include the offering of a portable input device involving integrated saturation functionality to any type of marine vessel. Thus, a seamless integration of the input device with the marine vessel's existing systems may be enabled, allowing for real-time navigational adjustments based on immediate environmental feedback. This integration not only improves the vessel's operational efficiency and responsiveness but may also enhance safety by ensuring that the vessel reacts appropriately to obstacles and changing conditions in its immediate surroundings.

In a third aspect a computer-implemented method for navigational control of a marine vessel is provided. The steps of the method are performed by processing circuitry integrated in the input device and configured to control saturation independently of control circuitry of the marine vessel external to the input device, wherein the method comprises obtaining a requested input device input in response to a maneuvering of the input device; obtaining a distance between the marine vessel and a closest obstacle located in a direction indicated by the requested input device input; and controlling saturation of the input device at least based on the distance. The third aspect of the disclosure may seek to streamline the process of navigational control for marine vessels by utilizing a computer-implemented method that enables the input device to adjust its control settings based on proximity to obstacles. A technical benefit may include the ability of the processing circuitry integrated within the input device to rapidly process environmental data and adjust control responses without dependency on the vessel's main control systems.

In a fourth aspect of the disclosure a computer program product is provided. The computer program product comprises program code for performing, when executed by processing circuitry, the method of the third aspect. The fourth aspect of the disclosure may seek to implement a computer program product that encapsulates the functionality needed for precise and autonomous navigational control of a marine vessel. A technical benefit may include the provision of a scalable and easily deployable software solution that can enhance the functionality of marine vessel input devices, facilitating consistent and accurate control adjustments.

In a fifth aspect of the disclosure a non-transitory computer-readable storage medium is provided. The non-transitory computer-readable storage medium comprising instructions, which when executed by processing circuitry cause the processing circuitry to perform the method of the third aspect. The fifth aspect of the disclosure may seek to provide a non-transitory computer-readable storage medium that comprises instructions for enhancing the autonomous navigational control of a marine vessel, enabling the input device to adjust its operations based on proximity to obstacles. A technical benefit may include the reliable and durable storage of software that, when executed, allows for real-time, adaptive control adjustments, enhancing navigational safety and precision in varying maritime environments.

The disclosed aspects, examples (including any preferred examples), and/or accompanying claims may be suitably combined with each other as would be apparent to anyone of ordinary skill in the art. Additional features and advantages are disclosed in the following description, claims, and drawings, and in part will be readily apparent therefrom to those skilled in the art or recognized by practicing the disclosure as described herein.

There are also disclosed herein computer systems, control units, code modules, computer-implemented methods, computer readable media, and computer program products associated with the above discussed technical benefits.

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.

The present disclosure aims to solve the challenges of integrating input device controls with various marine vessel systems by introducing a decentralized input device saturation control based on the distance to other objects. This solution embeds the processing logic for input limits and responsiveness directly within the input device hardware, rather than relying on the central control system of the marine vessel. The technical advantages of this approach include enhanced adaptability of the input device to different vessels without the need for system-wide adjustments, streamlined maintenance and diagnostics due to localized processing, reduced latency due to the locality of control circuitry, ease of integration with both new and existing vessel control systems, and improved coordination in scenarios with multiple input devices for joint vessel control.

is schematic illustration of an exemplary marine vesselin which some of the inventive concepts of the present disclosure may be applied. In non-limiting examples, the marine vesselis a leisure boat, ship, cruise ship, fishing vessel, yacht, ferry, or the like. The marine vesselis adapted to operate at bodies of water, e.g., a sea, ocean, lake, river, bay, gulf, strait, channel, reservoir, fjord, marsh, swamp, etc. The marine vesselis propelled by a propulsion system, which may be one configured for an electric marine vessel, gasoline-powered marine vessel, diesel-powered marine vessel, a hybrid thereof, or the like, provided it can be controlled based on computer control via input signals from an input device having a joystick or other type of maneuverable member such as a handle.

The marine vesselmay comprise one or more distance sensors. The distance sensorsmay be distributed at arbitrary positions of the marine vessel. One exemplary configuration involves a first pair of distance sensorsbeing arranged at a respective back side of the marine vessel, a second pair of distance sensorsbeing arranged at a respective center side of the marine vessel, and a third pair of distance sensorsbeing arranged at a respective front side of the marine vessel. The distance sensorsmay be arranged at any suitable height of the marine vessel, both over the surface or as underwater sensors. In other examples the distance sensorscan be arranged anywhere at the marine vesselprovided that they are able to sense portions of the surroundings of the marine vessel. For underwater placement of the distance sensors, the sensed portions refer to underwater areas, i.e., below the surface.

The distance sensorsare configured to sense at least portions of an environmentsurrounding the marine vesselto acquire distance measurement data. The environmentis typically a body of water (above the surface and/or below the surface), although the environmentmay also be land when the marine vesselis located within the sensor's proximity reach of the land. “At least portions” of the environmentthus refer to spatial locations in the vicinity of the marine vessel, where the reachability to the vicinity depend on what type of sensing technique(s) is/are being employed. The environmentincludes various targets that can be sensed, including but not limited to other marine vessels, living beings (e.g. humans, wildlife), buoys, lighthouses, rock massives, underwater objects, airborne objects, land masses, quays, berths, docking facilities, and many more targets readily envisaged by the skilled person.

The distance sensorsmay be lidar devices, radar devices, sonar devices, ultrasonic devices, cameras, inductive proximity sensors, capacitive proximity sensors, infrared proximity sensors, and/or other suitable devices configured to be able to sense an environment. In response to sensing a target in the environment, the distance sensorsare individually and/or collectively configured to transmit proximity signal(s) to a marine vessel control system, and/or to processing circuitryof an input device.

The marine vesselcomprises a marine vessel control system. The marine vessel control systemis configured to manage and coordinate various operations and functions necessary for safe and efficient navigation and handling of the marine vessel. The marine vessel control systemmay include one or more subsystems and technologies to control propulsion, steering, and other functions of the marine vessel, including but not limited to navigation, propulsion control, steering, dynamic positioning, safety systems, communication, data logging, user interfaces, air conditioning, lighting systems, and the like.

The marine vessel control systemcomprises a helm station. The helm stationis operatively connected to the components of the marine vessel control system, and serves as a control point for navigation and operation. The control may relate to the propulsion system, or any of the one or more subsystems and technologies referred to above.

The marine vesselcomprises an input device. The input devicecomprises a force feedback unitand a joystick. The input deviceshall be understood as a device that can be adapted to provide navigational commands to the propulsion system, such as commands pertaining to a speed or direction.

The joystickmay comprise a handle, a lever, or some type of maneuverable axle. The joystickmay be arranged to be maneuvered by an operator of the marine vessel, for example by a hand of the operator. The joystickmay be movable in three degrees of freedom, i.e., pitch, roll and yaw. The pitch movement refers to up-and-down movement or rotation of the joystickaround a horizontal axis, i.e., around the transverse axis which is an imaginary line running from port (left) to starboard (right) across the width of the marine vessel. The roll movement refers to side-to-side movement or rotation of the joystickaround a longitudinal axis which is an imaginary line running from the bow (front) to the stern (back) of the marine vessel. The yaw movement refers to left-and-right movement or rotation of the joystickaround a vertical axis, and corresponds to a turning or twisting motion of the marine vesselby a change of direction or heading. These three degrees of freedom allow the joystickto control motion and orientation of the marine vesselin three-dimensional space.

The joystickis arranged to be movable, for example between positions that herein are referred to as an equilibrium position and one or more displaced positions. The equilibrium position shall be understood as a neutral or default position which the joystickis assuming upon no external forces are exerted on the joystick. In some examples, the external forces are user-applied forces. In these examples, it is therefore understood that no user-applied force exertion on the joystickcauses the joystickto be maintained at the equilibrium position. This is unless some other movement resistance is being applied to the joystick, for instance by the force feedback unit. The equilibrium position is typically a centered position of the joystickin relation to its mechanical end positions defined by physical limitations of the joystick. However, other joystick designs may involve other positional details of equilibrium positions. The displaced position shall be understood as a position being displaced from the equilibrium position. The displaced position may correspond to mechanical end positions of the joystickdefined by physical limitations of the joystick. The displaced position may correspond to an arbitrary position in between the equilibrium position and a mechanical end position.

The joystickmay comprise a positional sensor (not shown) being configured to determine positional data of the joystick. This information may be used to determine whether the joystickis in a displaced position or an equilibrium position. The positional sensor may be a potentiometer, hall effect sensor, optical encoder, capacitive sensor, resistive film sensor, magnetic sensor, and the like.

The force feedback unitis adapted to apply a force feedback to the joystick. The force feedback may be applied in the form of haptic feedback, which corresponds to physical sensations or forces to a user in response to their interactions with the joystick. The force feedback unitis thus adapted to provide force feedback in response to the operator of the marine vesselmaneuvering the joystickbetween the various positions as discussed above.

The force feedback may be applied by adjusting a movement resistance of the joystick. The force feedback unitmay be a mechanical device and/or an electrical device. In non-limiting examples, the force feedback unitmay comprise an electric motor, an actuator, a piezoelectric device, a hydraulic device, a pneumatic device, a shape memory alloy, an electromagnetic device, a mechanical linkage, or the like. In examples where the joystickis movable in three degrees of freedom, the force feedback unitmay comprise a respective force feedback unit for each degree of freedom. It is therefore possible to target force feedback application to selective portions of the joystick(e.g. through one or more of the force feedback units). The force feedback unitmay be integrated into the joystick, or be provided externally to the joystickbut configured to transmit the force feedback through connection with the joystick. For external use, the force feedback unitmay involve an external controller that is configured to transmit signals to a controller of the joysticksuch that force feedback can be generated therein.

The resistance of movements of the joystickmay be adjusted by a fixed force value or a variable force value. For example, consider the scenario where a navigation request involving a speed value of 10000 is requested. By applying a fixed force value, this would mean that the value of 10000 be immediately reduced to a lower specific value, such as 8000. For a variable force value, the speed value of 10000 can instead be gradually reduced from 10000 to 8000, for example via intermediary values of 9500, 9000, 8500, or generally at any arbitrary subinterval with a granularity appropriate for the current driving situation. The variable force value may be an integrated value over time, for example functioning as a proportional-integral-derivative controller (PID). To this end, the magnitude and direction of the force value may vary or not depending on the type of force value being applied.

In order to provide the force feedback, the direction of the force value is typically opposite from the movement direction of the joystick, or the upcoming movement direction that is associated with a navigational request. For instance, movements by the joystickfrom the displaced position to the equilibrium position may involve an applied force value in a direction from the equilibrium position towards the displaced position. Since the force value may vary, the force value may cause different movement speeds of the joystickfrom the displaced position to the equilibrium position. The force value may completely counteract the movement of the joystickfrom the displaced position towards the equilibrium position, thereby locking the joystickin place. The force value may also be sufficiently small such that movement of the joystickis allowed from the displaced position towards the equilibrium position. This may be done at varying magnitudes such that the movement speed of the joystickvaries.

The input devicecomprises processing circuitry. Generally, the processing circuitryis configured to obtain a requested input device input in response to a maneuvering of the input device. The processing circuitryis further configured to obtain a distance between the marine vesseland a closest obstacle located in a direction indicated by the requested input device input. The processing circuitryis further configured to control saturation of the input deviceat least based on the distance. This may involve attenuating a responsiveness of the maneuvering of the input deviceas the marine vesselis approaching the closest obstacle.

The requested input device input corresponds to the action where the joystickhas been maneuvered in some direction as described above, or in some other way (e.g. activating an autopilot or assisted docking control function, or the like). This input typically comprises a speed value and a direction value (i.e., a velocity value) for an upcoming navigation of the marine vessel.

The distance is then obtained between the marine vesseland a closest obstacle in the direction of the input device input, for example based on sensing data obtained from the distance sensors. This may be done in response to at least one target, or a portion of a target, being sensed in the environmentat least towards a direction indicated by the direction value.

In addition to the distance, a longitudinal speed of the marine vesselmay be obtained. The longitudinal speed may be obtained in at least near real-time, meaning that the longitudinal speed may be continuously (or at least repeatedly) obtained. The longitudinal speed is the speed at which the marine vesselmoves forward or backward along its length, as is also known as the speed-through-water. The longitudinal speed may be obtained through any known ways of obtaining a longitudinal speed of a marine vessel, such as inputs from one or more of a speed sensor, an engine revolution sensor, a positioning system, a navigation system, a fleet management system, a light detection system, a radar detection system, a sonar detection system, or a nautical chart, or the like. A longitudinal speed threshold limit may be set, defining a certain longitudinal speed. The longitudinal speed threshold value limit be a fixed value, such as 2, 5, 10, or 20 knots, or any other similar speed limit typically associated with marine vessels. The fixed value may relate to one or more speed constraints for the marine vessel. The speed constraints may be vessel limitations or external limitations. Vessel limitations pertain to properties of the marine vessel, and may include one or more of a hull design, a maximum power output, a weight, a dimensional property, or the like, of the marine vessel. External limitations pertain to properties surrounding the marine vesselwhich, directly or indirectly, affect the speed of the marine vessel, and may include one or more of sea conditions, weather conditions, navigation rules, environmental rules, and the like.

At least based on the determined distance, and optionally also based on the determined speed in the requested direction (i.e., velocity) as discussed above, saturation of the input device, and more specifically of the joystick, is controlled. This may be done by way of computer control to cause the force feedback unitto apply a force feedback to the joystick. This may include attenuating a responsiveness of the maneuvering of the input deviceas the marine vesselis approaching the closest obstacle. The force feedback may be applied in the form of haptic feedback, which corresponds to physical sensations or forces to a user in response to their interactions with the joystick. The force feedback unitis thus adapted to provide force feedback in response to the operator of the marine vesselmaneuvering the joystickbetween various positions, such as one or more displaced positions, mechanical end positions and an equilibrium position.

The processing circuitryis integrated in the input deviceand configured to control the saturation independently of control circuitry of the marine vesselexternal to the input device. This means that the processing circuitryof the input devicecontrols the saturation rather than circuitry which, in this example, is included in the marine vessel control system. The processing circuitry, which is a combination of hardware and software, is thus embedded directly within the physical confines of the input device. Such an arrangement provides the input devicewith its own dedicated microcontroller or microprocessor, memory for data storage, and specialized firmware that governs its operational logic, for purposes of controlling saturation.