MARINE PROPULSION CONTROL SYSTEM

Abstract

A marine propulsion control system for a marine vessel has a drive unit to be connected with the marine vessel. The drive unit comprises an upper part pivotably connected with the marine vessel and a lower part having propellers. The lower part is rotatable in relation to the upper part. An input unit obtains an activation message indicative of an operation mode for the drive unit. A control unit is configured to control the drive unit on basis of the activation message obtained from an input unit. The control unit controls the drive unit within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit rotates the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers. The control unit ensures no thrust force and/or rotation of the one or more propellers in the swim mode.

Description

TECHNICAL FIELD

The disclosure relates generally to a propulsion control system. In particular aspects, the disclosure relates to a marine propulsion control system for a marine vessel. The disclosure can be applied to marine vessels, such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types. Although the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.

BACKGROUND

Propulsion control systems for marine vessels are known. These propulsions systems having a drive unit which may be operated in different positions so as to improve the marine vessel's performance and energy consumption to power the drive unit. These known systems do not take into account where the marine vessel is operating both in normal draught and in reduced draught situations, as well as in other circumstances and conditions of the marine vessel.

The drive unit having one or more propellers propelling the marine vessel in normal manner. However, sometimes persons and/or equipment are in the water around the marine vessel for bathing and swimming which may have the severe consequence that the person and/or equipment may come in contact with the one or more propellers.

Hence, there is a need for an improved marine propulsion control system with enhanced security during different operation modes.

SUMMARY

According to a first aspect of the disclosure, a marine propulsion control system for a marine vessel, comprising a drive unit being adapted to be connected with the marine vessel, the drive unit comprises an upper part being pivotable connected with the marine vessel and a lower part having one or more propellers providing a thrust force, the lower part is rotatable in relation to the upper part, an input unit configured to obtain an activation message indicative of an operation mode for the drive unit, a control unit being operatively connected with the drive unit and the input unit, the control unit is configured to control the drive unit on basis of the activation message obtained from the input unit, wherein the control unit, based on at least the activation message, is configured to control the drive unit within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit is configured to rotate the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers, wherein the control unit is configured to ensure no thrust force and/or rotation of the one or more propellers in the swim mode. The first aspect of the disclosure may seek to solve the disadvantages with the prior solutions and especially the sometime missing security while operating the marine vessel in different situations. A technical benefit may include providing a propulsion control system having a drive unit with a lower part which is rotatably connected with an upper part, whereby the control unit ensures that the one or more propellers are rotated to a position with the one or more propellers at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers when the control unit has obtained a swim mode activation message. Hereby the risk for damaging persons bathing and swimming around the marine vessel is minimized and a higher security is obtained while operating the marine vessel during swimming and bathing.

Optionally in some examples, including in at least one preferred example, further comprising a tilt and trim arrangement, the control unit is operatively connected with the tilt and trim arrangement. A technical benefit may include that the trim and tilt of the drive unit may be performed and controlled by the control unit.

Optionally in some examples, including in at least one preferred example, the activation message is activated by an operator or captain and/or is an automatically generated activation message. A technical benefit may include providing different possibilities for activating the activation message.

Optionally in some examples, including in at least one preferred example, the automatically generated activation message is sensor data obtained from one or more sensor(s). A technical benefit may include that the sensors may detect different objects in the surrounding of the marine vessel or other parameters and based on these detections an automatically generated activation message may be provided to the control unit. Hereby is the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, further comprising one or more sensor(s), the one or more sensors is/are configured to detect one or more condition(s) of the marine vessel, the drive unit and/or a surrounding of the marine vessel. A technical benefit may include that the sensors may detect different conditions of the marine vessel, drive unit and/or surroundings or other parameters and based on these detections an automatically generated activation message may be provided to the control unit for enhanced control and security. Hereby is the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, one of the predetermined operation modes is a normal/high speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit and steering is set with limitations and no tilt capability of the drive unit. A technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, the limitation is that the trim of the drive unit cannot exceed ±10 degrees, preferably ±5 degrees compared to neutral trim, and that rotation of the lower part of the drive unit is limited to 30 degrees. A technical benefit may include that it is ensured that restriction for operating the marine vessel is provided, which again minimizes the risk for human failure or unintended operation of the propulsion control system.

Optionally in some examples, including in at least one preferred example, one of the predetermined operation modes is a slow speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit is free, unlimited steering up to 360 degrees. A technical benefit may that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, further comprising an additional drive unit arranged adjacent to the other drive unit whereby a twin drive unit installation is obtained. A technical benefit may include that more power and maneuverability to the propulsion system is provided and that a redundant system is obtained.

Optionally in some examples, including in at least one preferred example, the control unit, in the slow speed mode, is configured to rotate the lower parts of drive units in opposite directions so that collisions between the lower parts are avoided. A technical benefit may include that the drive units and the propellers not unintendedly are rotated to collide with each other and thereby that they are being damaged.

Optionally in some examples, including in at least one preferred example, one of the predetermined operation modes is shallow water/beach mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim and tilt is free, unlimited steering up to 360 degrees, preferably ±120 degrees. A technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, the control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel. A technical benefit may include that the risk for damaging the one or more propellers when operating in shallow waters and at the beach is minimized

Optionally in some examples, including in at least one preferred example, the control unit is configured to limit the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode. A technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized during operation is shallow waters where there is a high risk for colliding with obstacles under water.

Optionally in some examples, including in at least one preferred example, one of the predetermined operation modes is a storage mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the drive unit is trimmed and tilted out of water, and the control unit is configured to ensure no thrust force and/or rotation of the one or more propeller. A technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.

Optionally in some examples, including in at least one preferred example, the control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel, in the storage mode. A technical benefit may include that the propeller(s) is/are tilted up of the water so that growth and fouling on the propellers are minimized in the storage mode.

According to a second aspect of the disclosure, a marine vessel comprising a marine propulsion control system as described above. The second aspect of the disclosure may seek to solve the disadvantages with the prior solutions and especially the sometime missing security while operating the marine vessel in different situations. A technical benefit may include providing a propulsion control system having a drive unit with a lower part which is rotatably connected with an upper part, whereby the control unit ensures that the one or more propellers are rotated to a position with the one or more propellers at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers when the control unit has obtained a swim mode activation message. Hereby the risk for damaging persons bathing and swimming around the marine vessel is minimized and a higher security is obtained while operating the marine vessel during swimming and bathing.

According to a third aspect of the disclosure, a method of operating a marine propulsion control system as described above, comprising

• • providing a marine propulsion control system as described above, on a marine vessel,
  • obtaining an activation message indicative of a predetermined operation mode for the drive unit,
  • controlling the drive unit on basis of the activation message,
  • obtaining swim mode activation message,
  • rotating, in response to obtaining swim mode activation message, the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers,
  • ensuring that no thrust force and/or rotation of the one or more propellers in the swim mode. The third aspect of the disclosure may seek to solve the disadvantages with the prior solutions and especially the sometime missing security while operating the marine vessel in different situations. A technical benefit may include providing a propulsion control system having a drive unit with a lower part which is rotatably connected with an upper part, whereby the control unit ensures that the one or more propellers are rotated to a position with the one or more propellers at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers when the control unit has obtained a swim mode activation message. Hereby the risk for damaging persons bathing and swimming around the marine vessel is minimized and a higher security is obtained while operating the marine vessel during swimming and bathing.

Optionally in some examples, including in at least one preferred example, further comprising

• • obtaining a normal/high speed mode activation massage,
  • setting, in response to obtaining normal/high speed mode activation message, limitations to the trim of the drive unit and steering, and
  • setting no tilt capability of the drive unit. A technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.

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.

BRIEF DESCRIPTION OF THE DRAWINGS

Examples are described in more detail below with reference to the appended drawings.

FIGS. 1-3 is an exemplary a marine propulsion control system according to an example.

FIG. 4 shows in a side view a marine propulsion control system where the one or more propellers have been rotated to facing forward.

FIG. 5 shows in a top view a drive unit

FIGS. 6a-6g show in a top view a sequence of rotating a lower part of the drive unit according to an example.

FIGS. 7-9 shows a marine propulsion control system according to an example.

FIGS. 10-11 show in a side view the drive unit being translated rearwards according to an example.

FIGS. 12-15 show different view of an example of a connecting arm according to an example.

FIGS. 16-17 show different view of another example of a connecting arm according to an example.

FIGS. 18-19 show different view of another example of a connecting arm according to an example.

FIG. 20 shows a view of another example of a connecting arm according to an example.

FIG. 21 is another view of an example.

FIGS. 22-24 show a marine vessel in a side view with a marine propulsion control system according to an example.

FIGS. 25-26 show a marine vessel in a side view with a marine propulsion control system according to another example.

FIG. 27 shows an example of the marine propulsion control system.

FIG. 28 shows another view of an exemplary of the marine propulsion control system.

FIG. 29 is a schematic flowchart of an example of a method operating a marine propulsion control system.

DETAILED DESCRIPTION

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.

FIGS. 1-3 is an exemplary view of a marine propulsion control system 1 for a marine vessel 100 according to an example. In FIG. 1, the marine propulsion control system 1 comprises a drive unit 3 comprising an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20. The lower part 21 having one or more propellers providing a thrust force. The lower part 21 comprises in the present example a first propeller 13a, and a second propeller 13b. The upper part 20 of the drive unit 3 may be moved in relation to the transom 101 of the marine vessel 100 so that the drive unit may be tilted in and out of the water and/or trimmed to an intended trim angle in the water. Hence, the upper part 20 may be moved in relation to the marine vessel 100. The lower part 21 is rotatably connected with the upper part 20 whereby the lower part may be rotated in relation to the upper part 20 around an axis R. The lower part 21 is configured to follow the movements of the upper part 20 in relation to the marine vessel 100.

The marine propulsion control system 1 also comprises an input unit 22 configured to obtain an activation message indicative of an operation mode for the drive unit 3, and a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22. The control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes. One of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13a, 13b is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers. In addition, the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers 13a, 13b in the swim mode.

The input unit 22 may be arranged at the marine vessel 100 or at the drive unit 3, in the example in FIG. 1, the input unit 22 is arranged at the marine vessel 100. The control unit may also be arranged at the marine vessel 100 or at the drive unit 3, in the example in FIG. 1 the input unit 22 is arranged at the marine vessel 100.

According to the disclosure, the control unit 23, in response to obtaining a swim mode activation message from the input unit 22, is configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers. The swim mode activation message may be activated when persons onboard the marine vessel 100 would like to swim around the marine vessel 100, for instance by using the bathing platform 103 arranged at the transom 101 of the marine vessel 100.

In FIGS. 1-3, the propellers 13a, 13b are configured to be a pushing drive, hence in normal operation they are pushing the marine vessel 100. In the example, the first and second propellers 13a, 13b are arranged after the lower part 21 so that when rotated they will push the lower part 21 and thereby push the marine vessel.

The drive unit 3 may be trimmed in different angles for optimizing the angle of thrust for the propellers 13a, 13b during different operating conditions. In FIG. 1, the drive unit 3 is positioned in neutral trim where the angle of thrust of the first propeller 13a and the second propeller 13b are zero.

In FIG. 2, the drive unit 3 has been pivoted in a clockwise direction in relation to the marine vessel so as to position the drive unit 3 in a negative trim having a negative angle of thrust A of the first propeller 13a and the second propeller 13b.

In FIG. 3, the drive unit 3 has been pivoted in an anticlockwise direction in relation to the marine vessel 100 so as to position the drive unit 3 in a positive trim having a positive angle of thrust A of the first propeller 13a and the second propeller 13b.

FIG. 4 is the marine propulsion control system 1 of FIG. 1 where the lower part 21 has been rotated around the axis R in relation to the upper part 20. The control unit 23, in response to obtaining a swim mode activation message from the input unit 22, has rotated the lower part 21 to a position with the one or more propellers 13a, 13b facing forward towards the marine vessel 100. In the example, the first and second propellers 13a, 13b have been rotated 180 degrees compared to their position shown in FIG. 1. According to the disclosure, the control unit 23 may rotate the first and second propellers 13a, 13b minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b. In addition, the control unit 23 may be configured to lower the drive unit 3 to its lowermost position so that the swimmers are further protected from the one or more propellers 13a, 13b.

In an example, the activation message is activated by an operator or captain on the marine vessel 100 and/or is an automatically generated activation message. The operator or captain may activate the beach mode activating message at the input unit 22, and/or the operator or captain may activate the swim mode activating message at the input unit 22.

Moreover, the drive unit 3 may be locked in the swim mode until swim mode activation message is deactivated by the operator or captain. In an example, the drive unit 3 is configured to be started with a special acknowledgement operation when in swim mode, such as unlocking by a physical or digital key. Hereby an additional security is added to the system 1 so that the drive unit 3 is not operated unintendedly when swimmers are near the drive unit 3.

In addition, the one or more propellers 13a, 13b may be locked when in the swim mode so that they are unable to rotate. Also, when the swim mode activation message is deactivated, the lower part 21 is rotated to its intended position before the one or more propellers 13a, 13b is/are allowed to rotate.

The drive unit 3 may also comprise one or more unit sensors 25 configured to detect a position of the lower part 21 of the drive unit 3 and/or the position of the one or more propellers 13a, 13b. The one or more unit sensors 25 may be configured to detect a height position of the drive unit 3. Furthermore, the one or more unit sensors 25 are operatively connected with the control unit 23. Hence, the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the one or more unit sensors 25.

In FIG. 5, the propulsion control system 1 of FIG. 1 is shown in a top view. The first and second propellers 13a, 13b are arranged in their pushing position facing aft as described in connection with FIG. 1. The automatically generated activation message may also be based on sensor data obtained from one or more sensor(s) 24. Moreover, the one or more sensor(s) may be configured to detect one or more condition(s) of the marine vessel, the drive unit and/or a surrounding of the marine vessel. The control unit 23 is operatively connected with the one or more sensors 24.

The one or more conditions of the marine vessel 100 may be load on the marine vessel, movement of the marine vessel, trim of the marine vessel, components on the marine vessel, position of a bathing platform, position of a bathing ladder, and others.

The one or more conditions of the drive unit 3 may be a position of the one or more propellers (steering angle), rpm of the propellers, trim angles, tilt angles, torque, consumption, position of the lower part compared to the upper part, height position, and others.

The surroundings may be detection of persons and/or objects around the marine vessel, depth, waves, and others.

According to an example, the control unit 23 may be configured to automatically set the drive unit 3 in a predetermined operation mode based on the detected conditions and/or surroundings. The sensor may be a speed log, torque sensor, a depth sensor, proximity sensor, positioning unit, movement sensor, gate sensor, etc.

The one or more sensor(s) 24 may for instance be configured to detect a draught around the marine vessel 100 and based on the detected draught activates the shallow water/beach mode activating message. In another example, the one or more sensor(s) 24 may be configured to detect an obstacle and/or humans or animals around the marine vessel 100 and based on the detection activates the swim mode activating message. The one or more sensor(s) 24 may also be configured to detect obstacles and/or humans or animals in the vicinity of the one or more propellers 13a, 13b. The one or more sensors 24 are operatively connected with the control unit 23.

The one or more sensors 24 may be arranged on the vessel and/or on the drive unit 3. The sensor 24 may be a proximity sensor, LiDAR sensor, a Sonar sensor, a speed log, a torque sensor, and/or a depth sensor. The one or more sensors 24 may be a basic on/off switch, sensing or detecting if a gate to the bathing platform is opened or closed, or other mechanical parts. The one or more sensors 24 is/are configured to provide the control unit 23 with feedback to what mode the control unit 23 is allowed to activate.

Moreover, the control unit 23 may be configured to issue one or more indications for indicating when the swim mode is active and thereby it is safe to swim around the drive unit 3. At least the swim mode may be associated with a green light or indication 30 arranged in connection to a bathing platform 103 of the marine vessel 100 so that it is visible for the swimmers in the water and/or onboard the marine vessel 100 that it is safe to swim around the marine vessel.

The control unit 23 is also configured to issue a notification that it is safe to swim around the drive unit 3 when the lower part 21 of the drive unit 3 has been rotated the position with the one or more propellers 13a, 13b at least facing forward in the position of minimum 90 degrees compared to the aft facing position of the one or more propellers 13a, 13b, and the one or more propellers 13a, 13b are locked for rotation.

In addition, LiDAR vessel sensors 40 or other proximity sensors configured to detect obstacles and/or humans, may be arranged around the marine vessel 100 for detecting obstacles and/or humans around the marine vessel 100. In FIG. 5, the LiDAR vessel sensors 40 are arranged in each corner of the marine vessel 100. The LiDAR vessel sensors 40 are operatively connected with the control unit 23 so that the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the LiDAR vessel sensors 40. The control unit 23 may also be configured to process the detected obstacles and/or humans and to present the detected obstacles and/or humans on a display for the operator or captain so that the captain is presented with real-time data about the objects around the drive unit 3.

The drive unit 3 may be an outboard motor. The motor may be an electric motor.

In FIGS. 6a-6g, an example of rotating the lower part 21 is shown as a sequence. The sequence is shown in a top view and is based on the drive unit shown in FIG. 5. As an example, the position of the lower part 21 where the first and second propellers 13a, 13b are facing aft is set as zero degrees. In FIG. 6a, the lower part 21 has been rotated in a clockwise direction to a position 45 degrees compared to the position of FIG. 5. In FIG. 6b, the lower part 21 has been rotated in the clockwise direction to a position 90 degrees compared to the position of FIG. 5. In this position, the drive unit 3 is in the swim mode position. In FIG. 6c, the lower part 21 has been rotated further in the clockwise direction to a position 135 degrees compared to the position of FIG. 5. In this position, the drive unit 3 is in the swim mode position. In FIG. 6d, the lower part 21 has been rotated further in the clockwise direction to a position 180 degrees compared to the position of FIG. 5. It is the same position as shown in FIG. 4 and the drive unit 3 is in the swim mode position. In FIG. 6e, the lower part 21 has been rotated further in the clockwise direction to a position 225 degrees compared to the position of FIG. 5. In this position, the drive unit 3 is in the swim mode position. In FIG. 6f, the lower part 21 has been rotated further in the clockwise direction to a position 270 degrees compared to the position of FIG. 5. In this position, the drive unit 3 is in the swim mode position. In FIG. 6g, the lower part 21 has been rotated further in the clockwise direction to a position 315 degrees compared to the position of FIG. 5.

In the example, the lower part 21 has been rotated in the clockwise direction. In another example, it may be rotated in an anti-clockwise direction or it may be rotated in both directions.

The lower part 21 may be rotatably connected with the upper part 20 over 360 degrees.

In FIGS. 7-9, the propellers 13a, 13b are configured to be a pulling drive, hence in normal operation they are pulling the marine vessel 100. In the example, the first and second propellers 13a, 13b are arranged in front of the lower part 21 so that when rotated they will pull the lower part 21 as seen in the example in FIG. 7. Since, the first and second propellers 13a, 13b in the normal mode of operation are facing forward against the marine vessel 100, they are being locked in a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b, when the control unit 23 obtains a swim mode activation message from the input unit 22. In addition, the control unit 23 may bring the drive unit 3 to a maximum draught position. The lower part 21 rotate around the axis R.

In FIG. 8, the control unit 23, in response to obtaining a beach mode activation message from the input unit 22, has rotated the lower part 21 with the one or more propellers 13a, 13b facing aft in relation to the marine vessel 100. The drive unit 3 has in the shown example been translated rearward as the same time it has been raised.

In FIG. 9, the drive unit of FIG. 7 is still in the beach mode having the first and second propeller 13a, 13b facing aft. In the example shown in FIG. 9 the control unit 23 has brought the drive unit 3 to a lower draught than shown in FIG. 8.

In addition, one of the predetermined operation modes may be a normal/high speed mode. The control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit 3 and steering is set with limitations and no tilt capability of the drive unit 3. When the drive unit 3 is unable to be tilted it cannot be lifted out of the water. The limitation of the trim of the drive unit 3 may be set to that the trim cannot exceed ±10 degrees, preferably ±5 degrees compared to neutral trim, and that rotation of the lower part 21 of the drive unit 3 may be limited to 30 degrees. Hereby is ensured that the driver cannot maneuver the marine vessel unintendedly.

Furthermore, one of the predetermined operation modes may be a slow speed mode in which the control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit 3 is free, unlimited steering up to 360 degrees in a single drive unit installation. An additional drive unit may be arranged adjacent to the other drive unit whereby a twin drive unit installation is obtained. The control unit 23, in the slow speed mode, may be configured to rotate the lower parts 21 of drive units 3 in opposite directions so that collisions between the lower parts are avoided. This is further described in relation to FIG. 27. Also, the control unit 23, in the slow speed mode, may be configured to allow rotation of the lower parts of ±90 degrees.

Moreover, one of the predetermined operation modes is shallow water/beach mode in which the control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim and tilt is free, unlimited steering up to 360 degrees, preferably ±120 degrees.

The control unit 23, in response to obtaining a shallow water/beach mode activation message from the input unit 22, may be configured to bring the drive unit to a reduced draught mode of operation. Hence, the drive unit 3 may be moved upwards to the reduced draught position when the control unit 23 obtains the shallow water/beach mode activation message.

Furthermore, the control unit 23 may be configured to issue a notification that the drive unit 3 is in the shallow water/beach mode when the lower part 21 of the drive unit 3 has been rotated the position with the one or more propellers 13a, 13b facing aft in relation to the marine vessel 100, whereby the drive unit 3 can run the marine vessel in shallow water. The control unit 23 may be configured to limit the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode.

Additionally, one of the predetermined operation modes may be a storage mode in which the control unit 23 is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the drive unit 3 is trimmed and tilted out of water, and the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers. By ensuring that the propellers cannot turn or rotated enhanced security is obtained. The control unit 23 may also be configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b facing aft in relation to the marine vessel. Hereby it is ensured that the one or more propellers is positioned above water level so that growth and fouling on the propellers are minimized. Less maintenance of the propellers are thereby obtained. Also, the control unit 23, in the storage mode, may be configured to limit rotation of the lower part to ±30 degrees, preferably zero degrees, so that the propellers may be positioned with an angle, if so desired.

FIG. 10 is an exemplary view of a propulsion control system 1 for a marine vessel 100 according to an example. The propulsion control system 1 comprises a transom bracket 2 configured to be connected with a transom 101 of the marine vessel 100, and a drive unit 3. The drive unit 3 is arranged to be moved in relation to the transom bracket 2 for moving the drive unit 3 in the water and out of the water. The drive unit 3 comprises an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20, the lower part 21 comprises in the present example a first propeller 13a, and a second propeller 13b. The drive unit 3 is connected with the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected with the transom bracket 2 and a second pivot joint 6 connected with the drive unit 3. The drive unit 3 is configured to be moved in the water and out of the water by the connecting arm 4 pivots around the first pivot joint 5 or the drive unit 3 pivots around the second pivot joint 6 or the connecting arm 4 and the drive unit 3 pivot around both pivot joints 5, 6. Hereby is obtained that the drive unit 3 may be moved up and down and trimmed.

In FIG. 10, the drive unit 3 has been moved rearwards while it has been tilted up by rotating the connecting arm 5 around the first pivot joint 5. In addition, the drive unit 3 has been rotated around the second pivot joint 6 of the connecting arm 4 so that a positive trim angle A is obtained of the drive unit 3.

The drive unit 3 is configured to be moved by the connecting arm 4 is pivoted around the first pivot joint 5 in a clockwise direction or an anticlockwise direction independently of any pivoting of the drive unit around the second pivot joint 6. In FIG. 10, the connecting arm 4 has been pivoted in an anticlockwise direction around the first pivot joint 5.

In addition, the drive unit 3 is configured to be moved by the drive unit is pivoted around the second pivot joint 6 in a clockwise direction or an anticlockwise direction independently of any pivoting of the connecting arm 4 around the first pivot joint 5. In FIG. 10, the drive unit 3 has been pivoted in an anticlockwise direction around the second pivot joint 6.

The drive unit 3 is configured to be moved by the connecting arm 4 is pivoted around the first pivot joint 5 in a clockwise direction or an anticlockwise direction at the same time as the drive unit 3 is pivoted around the second pivot joint 6 in a clockwise direction or an anticlockwise direction. In FIG. 10, the connecting arm 4 has pivoted in an anticlockwise direction around the first pivot joint 5 and the drive unit 3 has been pivoted in an anticlockwise direction around the second pivot joint 6. Hence, the drive unit 3 may be trimmed in different trim positions by pivoting the drive unit 3 around the second pivot joint 6 and the position in the water of the drive unit may at the same time been obtained by pivoting the connecting arm 4 around the first pivot joint 5. Freedom to position the drive unit 3 in relation the transom bracket 2 is obtained. Additionally, the drive unit 3 may be moved up and down as well as translated rearwards in relation to the transom bracket 2 while maintaining an improved angle of thrust A.

In an example, the drive unit 3 comprises one or more propellers. In FIG. 10, the drive unit 3 comprises the first propeller 13a and a second propeller 13b. In the example, the first propeller 13a and the second propeller 13b are configured to push the marine vessel 100 in a forward motion of the marine vessel 100. In another example the one or more propellers are configured to pull the marine vessel 100 in a forward motion of the marine vessel.

In FIG. 10, the first propeller 13a and second propeller 13b have an angle of thrust A, indicated by the angle between the dotted line and the arrow in FIG. 10. The drive unit 3 has been pivoted in the anticlockwise direction around the second pivot joint 6 so that a positive trim angle and thereby angle of thrust A for the first propeller 13a and the second propeller 13b. In an example, the first propeller 13a is arranged to be counter-rotating compared to the second propeller 13b. By the disclosure it is obtained that the drive unit 3 may be positioned freely in relation to a transom bracket 2 and thereby the transom 101 of the marine vessel 100 both in rotation but also vertical movements as well as horizontal movements.

In FIG. 10, a linear actuator 7 is arranged between the connecting arm 4 and the drive unit 3. The linear actuator 7 is configured to pivot the drive unit 3 around the second pivot joint 6 in either the clockwise direction or the anticlockwise direction and thereby a trim angle of the drive unit 3 and the angle of thrust may be set in relation to the circumstance. The linear actuator 7 is connected with the drive unit 3 in a distance below the second pivot joint 6 and is connected with the drive unit 3 via a drive pivot joint 12 so that it is ensured that the linear actuator 7 transfer force to pivot the drive unit 3 around the second pivot joint 6.

In FIG. 11, the drive unit 3 has been tilted further up by rotating the connecting arm 4 around the first pivot joint 5 compared to in FIG. 10. In addition, the drive unit 3 has been rotated in anticlockwise direction around the second pivot joint 6 of the connecting arm 4 so that an improved angle of thrust A of the first propeller 13a and the second propeller 13b is obtained even though the drive unit 3 has been raised to a position being higher than a bottom 102 of the marine vessel 100. Hereby the drive unit 3 may be trimmed to an optimum position irrespective of the operating in shallow waters since the bottom 102 of the marine vessel 100 is protecting the drive unit 3 and its propellers against impact.

Compared to FIG. 10, the connecting arm 4 in FIG. 11 has been pivoted further around the first pivot joint 5 in an anticlockwise direction thereby tilting the drive unit 3 upwards. The connecting arm 4 is configured to be pivoted around the first pivot point 5 in maximum 200 degrees, preferably maximum 180 degrees.

In addition, the drive unit 3 may also be positioned so that it is raised out of the water in a parked/storage position, when not in use, for instance when the marine vessel 100 is in the harbor or at the beach.

In FIG. 10, the drive unit 3 is positioned in neutral trim. The drive unit 3 is positioned in its low position where the connecting arm has been pivoted around the first pivot joint 5 in a clockwise direction. In addition, the drive unit 3 has been pivoted around the second pivot joint 6 of the connecting arm so as to be in a neutral trim where the angle of thrust of the first propeller 13a and the second propeller 13b are zero.

In FIGS. 12-15, an example is shown, where a number of linear actuators 7 are arranged. Two linear actuators 7 are arranged adjacent to each other and are connected with the connecting arm 4 at one end and is configured to be connected with the drive unit in the opposite end. The linear actuators 7 may be hydraulic cylinders. The linear actuators 7 may be arranged to pivot the drive unit around the second pivot joint 6 by extracting the cylinders or retracting the cylinders. The linear actuators 7 is part of the trim and tilt arrangement. In FIG. 12, the connecting arm 4 is not pivoted around the first pivot joint 5 whereby the connecting arm 4 is positioned along the transom bracket 2. In FIG. 13, the connecting arm 4 has been pivoted in an anticlockwise direction around the first pivot joint 5 whereby the connecting arm 4 is projecting from the transom bracket 2. In the example an additional linear actuator 7′ is connected with the connecting arm 4 at one end and at the opposite end to the transom bracket 2. The linear actuator 7′ is arranged to pivot the connecting arm 4 around the first pivot joint 5 by extracting the cylinder or retracting the cylinder. In FIG. 14, the cylinder has been extracted so that the connecting arm 4 is rotated in the anticlockwise direction. The additional linear actuator 7′ is assisting in raising and lowering the connecting arm 4 and thereby the drive unit. In FIG. 14 is shown that the connecting arm 4 may have two parts spaced apart so that the additional linear actuator 7′ may be arranged in the space between the two parts. Hereby a compact design of the connecting arm 4 and the transom bracket 2 is obtained. As shown in FIG. 14 the first pivot joint 5 may be hollow. In FIG. 15, the example is shown in a side view. The linear actuators 7 may be longer than the additional linear actuator 7′. A hydraulic system may be arranged for powering the linear actuator(s). The hydraulic system may be arranged in the drive unit or at the marine vessel.

In another example, a rotation motor is arranged in connection with the first pivot joint. The rotation motor is configured to rotate the connecting arm around the first pivot joint in a clockwise and anticlockwise direction. A rotation motor may also be arranged in connection with the second pivot joint. The rotation motor is configured to rotate the drive unit around the second pivot joint in a clockwise and anticlockwise direction. The rotation motor may be part of the trim and tilt arrangement.

In FIG. 16, another example is shown. A gearing unit 8 is arranged in the first pivot joint 5 and a motor or a step motor 9 is arranged for powering the gearing unit 8. The gearing unit 8 may have different designs and may be a planetary gearing unit. The gearing unit 8 together with the step motor is configured to rotate the connecting arm 4 around the first pivot joint 5 in a clockwise and anticlockwise direction. A gearing unit may also be arranged in the second pivot joint and a motor or a step motor may be arranged for powering the gearing unit. The gearing unit together with the step motor may be configured to rotate the drive unit around the second pivot joint 6 in a clockwise and anticlockwise direction. In FIG. 16, two linear actuators 7 are arranged between the connecting arm 4 and the drive unit for rotating the drive unit around the second pivot joint 6. In FIG. 17, a side view of the gearing unit 8 arranged in connection with the first pivot joint 8 is shown.

In FIGS. 18-19, another example is shown where a slew drive 11 in arranged in connection with first pivot joint 5 for rotating the connecting arm 4 around the first pivot joint in the clockwise and anticlockwise directions. Two linear actuators 7 are arranged between the connecting arm 4 and the drive unit for rotating the drive unit around the second pivot joint 6.

In FIG. 20, another example is shown a double gearing unit or a double planetary gearing unit 10 is arranged with individual step motors 9 in connection with the pivot joints 5, 6.

In another example, the double gearing unit or double planetary gearing unit may be powered by a step motor.

In another example, a hydraulic radial piston motor may be arranged in the second pivot joint.

According to the disclosure, many different combinations of rotating either the first pivot joint and/or the second pivot joint are feasible.

The propulsion control system may further comprise a kick up function.

The marine propulsion control system may comprise two or more drive units 3, each drive unit 3 comprises an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20, the lower part 21 comprises one or more propellers 13a, 13b. The control unit 23, in response to obtaining a swim mode activation message from the input unit 22, is configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b. The control unit 23 may rotate each lower part 21 in the same direction or in opposite directions.

The propulsion control system may further comprises two or more transom brackets 2 configured to be connected with the transom of the marine vessel, and two or more drive units 3, each drive unit 3 is arranged to be moved in relation to the transom bracket 2 to move the drive unit 3 in the water and out of the water, each drive unit 3 is connected with the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected with the transom bracket 2 and a second pivot joint 6 connected with the drive unit 3.

In addition, the control unit 23 may be operatively connected with the first pivot joint, the second pivot joint, the linear actuator, the rotation motor, the electric motor, the hydraulic system and/or the step motor.

FIG. 21 is another view of an example. FIG. 21 shows a marine propulsion control system 1 for a marine vessel 100, comprising a drive unit 3 being connected with the marine vessel, the drive unit 3 comprises an upper part 20 being pivotable connected with the marine vessel and a lower part 21 having one or more propellers 13a, 13b providing a thrust force, the lower part 21 is rotatable in relation to the upper part 20, an input unit 22 configured to obtain an activation message indicative of an operation mode for the drive unit 3, a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22, wherein the control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13a, 13b is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers, wherein the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers 13a, 13b in the swim mode. In addition, the marine propulsion control system 1 comprising a tilt and trim arrangement 50, the control unit 23 is operatively connected with the tilt and trim arrangement 50. An indication 30 may be arranged in connection to a bathing platform 103 of the marine vessel 100 so that it is visible for the swimmers in the water and/or onboard the marine vessel 100 that it is safe to swim around the marine vessel 100.

Moreover, the lower part 21 is rotatably connected with the upper part 20 whereby the marine vessel may be maneuvered and steered by the lower part 21 is rotated.

In FIG. 22, the marine propulsion control system 1 is arranged on the marine vessel 100. The drive unit 3 is a pushing drive unit wherein the propellers are adapted to push the marine vessel 100 under normal operation mode. When the control unit 23 obtains the activation message from the input unit 22, to place the drive unit in the swim mode of operation the control unit 23 controls the drive unit 3 so that the lower part 21 of the drive unit 3 is rotated to a position wherein the one or more propellers 13a, 13b are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers as shown in FIG. 23. In FIG. 23, the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 22. The lower part 21 is rotated about the rotation axis R.

In FIG. 24, the marine propulsion control system 1 is positioned in the shallow water/beach mode after the control unit 23 has obtained the activation message from the input unit 21. In the present example, the drive unit 3 has been raised to a reduced draught and is translated backwards as described above. In addition, a steering unit 30 is arranged at the input unit 21. The steering unit 30 may be a steering actuator, steering wheel, a joystick or similar for steering and maneuvering the marine vessel.

In FIG. 25, the marine propulsion control system 1 is arranged on the marine vessel 100. The drive unit 3 is a pulling drive unit 3 wherein the propellers are adapted to pull the marine vessel 100 under normal operation mode. In this circumstance the lower part 21 is arranged in the position enabling the swim mode. When the control unit 23 obtains the activation message from the input unit 22, to place the drive unit in the shallow water/beach mode of operation, the control unit 23 controls the drive unit 3 so that the lower part 21 of the drive unit 3 is rotated to a position wherein the one or more propellers 13a, 13b are facing rearward compared to a forward facing position of the one or more propellers as shown in FIG. 25. In FIG. 26, the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 25 so that the propellers are facing rearward or aft. The lower part 21 is rotated about the rotation axis R.

In FIG. 27, a marine propulsion control system 1 is shown in a top view. The marine propulsion control system 1 comprises a first drive unit 3 and a second drive unit 3 arranged adjacent to each other with a distance between them. Each drive unit 3 has an upper part b20 and a lower part 21. The lower part is rotatably connected to the upper part. In the example, the control unit 23 is configured to rotate the lower parts 21 of drive units 3 in opposite directions so that collisions between the lower parts 21 are avoided.

In FIG. 28, a marine propulsion control system 1 for a marine vessel 100 is shown. The marine propulsion control system 1 comprises a drive unit 3 being connected with the marine vessel, the drive unit 3 comprises an upper part 20 being pivotable connected with the marine vessel and a lower part 21 having one or more propellers 13 providing a thrust force, the lower part 21 is rotatable in relation to the upper part 20 around a rotation axis R, an input unit 22 is configured to obtain an activation message indicative of an operation mode for the drive unit 3, a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22, wherein the control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13 is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers, wherein the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers 13a, 13b in the swim mode. In addition, the marine propulsion control system 1 comprising a tilt and trim arrangement 50, the control unit 23 is operatively connected with the tilt and trim arrangement 50.

The disclosure also relates to a marine vessel 100 comprising a marine propulsion control system 1 as disclosed above. The marine vessel 100 may further comprise a bathing platform 103 and/or a transom 101.

FIG. 29 shows a schematic flow chart of the method of controlling a marine propulsion system 1 as described above. In step 500, a marine propulsion control system is provided on a marine vessel. In step 501, an activation message indicative of a predetermined operation mode for the drive unit is obtained. In step 502, the drive unit is controlled on basis of the activation message. In step 503, a swim mode activation message is obtained. In step 504, the lower part of the drive unit is rotated, in response to obtaining the swim mode activation message, so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers. In step 505, it is ensured that no thrust force and/or rotation of the one or more propellers in the swim mode.

In another step, the activation message is activated by an operator or captain and/or is an automatically generated activation message.

The method of controlling a marine propulsion system 1 may further comprising obtaining a normal/high speed mode activation massage, setting, in response to obtaining the normal/high speed mode activation message, limitations to the trim of the drive unit and steering, and setting no tilt capability of the drive unit.

In addition, the limitation may be that the trim of the drive unit cannot exceed ±10 degrees, preferably ±5 degrees compared to neutral trim, and that rotation of the lower part of the drive unit is limited to 30 degrees.

The method of controlling a marine propulsion system 1 may further comprise obtaining a slow speed mode activation message, setting, in response to obtaining the slow speed mode activation message, the trim of the drive unit free, and providing unlimited steering up to 360 degrees of the drive unit.

The method of controlling a marine propulsion system 1 may further comprises obtaining a shallow water/beach mode activation message, setting, in response to obtaining the shallow water/beach activation message, the trim and tilt is free, and providing unlimited steering up to 360 degrees, preferably ±120 degrees. In addition, a step of limiting the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode may be provided. A further step of bringing the drive unit to a reduced draught operation mode may be provided. Also, a step of rotating the lower part to a position with the one or more propellers facing aft in relation to the marine vessel may be provided.

The method of controlling a marine propulsion system 1 may further comprises obtaining a storage mode activation message, moving, in response to obtaining the storage mode activation message, the drive unit out of water, and ensuring no thrust force and/or rotation of the one or more propellers. Moreover, a step of rotating the lower part to a position with the one or more propellers facing aft in relation to the marine vessel may be provided.

Certain aspects and variants of the disclosure are set forth in the following examples numbered consecutive below.

Example 1: A marine propulsion control system (1) for a marine vessel (100), comprising

• • a drive unit (3) being adapted to be connected with the marine vessel (100), the drive unit (3) comprises an upper part (20) being pivotable connected with the marine vessel (100) and a lower part (21) having one or more propellers (13a, 13b) providing a thrust force, the lower part (21) is rotatable in relation to the upper part (20),
  • an input unit (22) configured to obtain an activation message indicative of an operation mode for the drive unit (3),
  • a control unit (23) being operatively connected with the drive unit (3) and the input unit (22),
  • the control unit (23) is configured to control the drive unit (3) on basis of the activation message obtained from the input unit (22),
  • wherein the control unit (23), based on at least the activation message, is configured to control the drive unit (3) within different predetermined operation modes,
  • wherein one of the predetermined operation modes is a swim mode in which the control unit (23) is configured to rotate the lower part (21) of the drive unit (3) so that the one or more propellers (13a, 13b) is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers,
  • wherein the control unit (23) is configured to ensure no thrust force and/or rotation of the one or more propellers (13a, 13b) in the swim mode.

Example 2: The marine propulsion control system (1) of example 1, wherein the activation message is activated by an operator or captain and/or is an automatically generated activation message.

Example 3: The marine propulsion control system (1) of example 1, wherein the control unit (23) is configured to lower the drive unit (3) in the swim mode to its lowermost position.

Example 4: The marine propulsion control system (1) of example 1 and/or 3, wherein the drive unit (3) is locked in the swim mode until swim mode activation message is deactivated by the operator or captain.

Example 5: The marine propulsion control system (1) of example 4, wherein the drive unit (3) is configured to be started with a special acknowledgement operation when in swim mode, such as unlocking by a physical or digital key.

Example 6: The marine propulsion control system (1) of example 4, wherein, when the swim mode activation message is deactivated, the lower part (21) is rotated to its intended position before it the one or more propellers (13a, 13b) is/are allowed to rotate.

Example 7: The marine propulsion control system (1) of any of the preceding examples, wherein the operator or captain activates the activating message at the input unit (22).

Example 8: The marine propulsion control system (1) of any of the examples 1-6, wherein the automatically generated activation message is sensor data obtained from one or more sensor(s) (24, 25, 40).

Example 9: The marine propulsion control system (1) of any of the examples 1-8, further comprising one or more sensor(s) (24, 25, 40), the one or more sensors is/are configured to detect one or more condition(s) of the marine vessel (100), the drive unit (3) and/or a surrounding of the marine vessel.

Example 10: The marine propulsion control system (1) of example 9, wherein the control unit (23) is operatively connected with the one or more sensors (24, 25, 40).

Example 11: The marine propulsion control system (1) of example 9 and/or 10, wherein the one or more conditions of the marine vessel (100) is load, movement, components on the marine vessel, position of a bathing platform, position of a bathing ladder, and others.

Example 12: The marine propulsion control system (1) of any of the examples 9-11, wherein the one or more conditions of marine unit (3) is the position of one or more propellers (steering angle), rpm of the propellers, trim angles, tilt angles, torque, consumption, position of the lower part compared to the upper part, height position, and others.

Example 13: The marine propulsion control system (1) of any of the examples 9-12, wherein the surroundings is detection of persons and/or objects around the marine vessel (100), depth, waves, direction of the waves, and others.

Example 14: The marine propulsion control system (1) of any of the examples 9-13, wherein the control unit (23) is configured to automatically set the drive unit (3) in a predetermined operation mode based on the detected conditions and/or surroundings.

Example 15: The marine propulsion control system (1) of example 9, wherein the sensor (24, 25, 40) is a speed log, torque sensor, a depth sensor, proximity sensor, positioning unit, movement sensor, switch sensor, gate sensor, etc.

Example 16: The marine propulsion control system (1) of any of the examples 1-15, further comprising a tilt and trim arrangement (7, 50), the control unit (23) is operatively connected with the tilt and trim arrangement.

Example 17: The marine propulsion control system (1) of example 16, wherein the control unit (23) is configured to automatically set the drive unit (3) in a predetermined operation mode based on the tilt and/or trim of the drive unit.

Example 18: The marine propulsion control system (1) of any of the examples 1-17, wherein the one or more propellers (13a, 13b) is/are configured to be a pushing drive.

Example 19: The marine propulsion control system (1) of any of the examples 1-17, wherein the one or more propellers (13a, 13b) is/are configured to be a pulling drive.

Example 20: The marine propulsion control system (1) of any of the examples 1-19, wherein one of the predetermined operation modes is a normal/high speed mode in which the control unit (23) is configured to control the drive unit (3), a steering unit (30), and/or the tilt and trim arrangement (7, 50) so that the trim of the drive unit (3) and steering is set with limitations and no tilt capability of the drive unit (3).

Example 21: The marine propulsion control system (1) of example 20, wherein the limitation is that the trim of the drive unit cannot exceed ±10 degrees, preferably ±5 degrees compared to neutral trim, and that rotation of the lower part (21) of the drive unit (3) is limited to 30 degrees.

Example 22: The marine propulsion control system (1) of any of the examples 1-21, wherein one of the predetermined operation modes is a slow speed mode in which the control unit (23) is configured to control the drive unit (3), a steering unit (30), and/or the tilt and trim arrangement (7, 50) so that the trim of the drive unit (3) is free, unlimited steering up to 360 degrees.

Example 23: The marine propulsion control system (1) of example 22, further comprising an additional drive unit arranged adjacent to the other drive unit whereby a twin drive unit installation is obtained.

Example 24: The marine propulsion control system (1) of example 23, wherein the control unit (23), in the slow speed mode, is configured to rotate the lower parts of drive units in opposite directions so that collisions between the lower parts are avoided.

Example 25: The marine propulsion control system (1) of example 23 and/or 24, wherein the control unit (23), in the slow speed mode, is configured to allow rotation of the lower parts of ±90 degrees.

Example 26: The marine propulsion control system (1) of any of the examples 1-25, wherein one of the predetermined operation modes is shallow water/beach mode in which the control unit (23) is configured to control the drive unit (3), a steering unit (30), and/or the tilt and trim arrangement (7, 30) so that the trim and tilt is free, unlimited steering up to 360 degrees, preferably ±120 degrees.

Example 27: The marine propulsion control system (1) of example 26, wherein the control unit (23) is configured to limit the thrust force of the propellers (13a, 13b) so that a limited speed only is allowed in the shallow water/beach mode.

Example 28: The marine propulsion control system (1) of example 26 and/or 27, wherein the control unit (23), in the shallow water/beach mode, is configured to rotate the lower parts (21) of drive units in opposite directions so that collisions between the lower parts are avoided.

Example 29: The marine propulsion control system (1) of any of the examples 26-28, wherein the control unit (23), in response to obtaining a shallow water/beach mode activation message from the input unit (22), is configured to bring the drive unit (3) to a reduced draught operation mode.

Example 30: The marine propulsion control system (1) of any of the examples 1-29, wherein one of the predetermined operation modes is a storage mode in which the control unit (23) is configured to control the drive unit (3), a steering unit (30), and/or the tilt and trim arrangement (7, 50) so that the drive unit (3) is trimmed and tilted out of water, and the control unit (23) is configured to ensure no thrust force and/or rotation of the one or more propellers (13a, 13b).

Example 31: The marine propulsion control system (1) of example 30, wherein the control unit (23), in the storage mode, is configured to limit rotation of the lower part to ±30 degrees, preferably zero degrees.

Example 32: The marine propulsion control system (1) of any of the examples 1-31, wherein the control unit (23) is configured to issue a notification that it is safe to swim around the drive unit (3) when the lower part (21) of the drive unit (3) has been rotated the position with the one or more propellers (13a, 13b) at least facing forward in the position of minimum 90 degrees compared to the aft facing position of the one or more propellers, and the one or more propellers are locked.

Example 33: The marine propulsion control system (1) of example 9, wherein the drive unit (3) comprises one or more unit sensors (25) configured to detect a position of the lower part (21) of the drive unit (3) and/or the position of the one or more propellers (13a, 13b).

Example 34: The marine propulsion control system (1) of example 9, wherein the one or more sensor(s) (24) is/are configured to detect a draught around the marine vessel and based on the detected draught activates the shallow water/beach mode activating message.

Example 35: The marine propulsion control system (1) of example 9, wherein the one or more sensor(s) (24, 40) is/are configured to detect an obstacle and/or humans or animals around the marine vessel (100) and based on the detection activates the swim mode activating message.

Example 36: The marine propulsion control system (1) of example 9, wherein the one or more sensor(s) (24, 40) is/are configured to detect obstacles and/or humans or animals in the vicinity of the one or more propellers (13a, 13b).

Example 37: The marine propulsion control system (1) of any of the examples 9-36, wherein the one or more sensors (24, 25, 40) are operatively connected with the control unit (23).

Example 38: The marine propulsion control system (1) of any of the examples 9-37, wherein the sensor (24, 25, 40) is a proximity sensor, a LiDAR sensor, a Sonar sensor, a speed log, a torque sensor, a depth sensor, power consumption sensor, a basic on/off switch sensor, a gate sensor, or similar.

Example 39: The marine propulsion control system (1) of any of the examples 1-38, wherein the control unit (23) is configured to issue a notification that the drive unit (3) is in the shallow water/beach mode when the lower part (21) of the drive unit (3) has been rotated the position with the one or more propellers facing aft in relation to the marine vessel, whereby the drive unit can operate the marine vessel in shallow water.

Example 40: The marine propulsion control system (1) of any of the examples 1-39, wherein the control unit (23) is configured is issue one or more indications for indicating when the swim mode is active and thereby it is safe to swim around the drive unit (3).

Example 41: The marine propulsion control system (1) of any of the examples 1-40, wherein at least the swim mode is associated with a green light arranged in connection to a bathing platform of the marine vessel.

Example 42: The marine propulsion control system (1) of any of the examples 1-41, wherein LiDAR vessel sensors (40) are arranged around the marine vessel for detecting obstacles and/or humans around the marine vessel.

Example 43: The marine propulsion control system (1) of example 42, wherein the LiDAR vessel sensors (40) are operatively connected with the control unit (23).

Example 44: The marine propulsion control system (1) of example 43, wherein the control unit (23) is configured to process the detected obstacles and/or humans and to present the detected obstacles and/or humans on a display for the operator or captain.

Example 45: The marine propulsion control system (1) of any of the examples 1-44, wherein the drive unit (3) is an outboard motor or an outboard drive.

Example 46: The marine propulsion control system of Example 45, wherein the motor is an electric motor.

Example 47: The marine propulsion control system (1) of any of the examples 1-46, wherein the drive unit (3) is connected with a transom (101) of the marine vessel via a transom bracket (2).

Example 48: The marine propulsion control system (1) of example 47, wherein the drive unit (3) is arranged to be moved in relation to the transom bracket (2) for moving the drive unit (3) in the water and out of the water, the drive unit (3) is connected with the transom bracket (2) via a connecting arm (4) having a first pivot joint (5) connected with the transom bracket (2) and a second pivot joint (6) connected with the drive unit (3), wherein the drive unit (3) is configured to be moved in the water and out of the water by the connecting arm (4) pivots around the first pivot joint (5) or the drive unit (3) pivots around the second pivot joint (6) or the connecting arm (4) and the drive unit (3) pivot around both pivot joints (5, 6).

Example 49: The marine propulsion control system (1) of example 48, wherein the drive unit (3) is configured to be moved by the connecting arm (4) is pivoted around the first pivot joint (5) in a clockwise direction or an anticlockwise direction independently of any pivoting of the drive unit (3) around the second pivot joint (6).

Example 50: The marine propulsion control system (1) of example 48, wherein the drive unit (3) is configured to be moved by the drive unit (3) is pivoted around the second pivot joint (6) in a clockwise direction or an anticlockwise direction independently of any pivoting of the connecting arm (4) around the first pivot joint (5).

Example 51: The marine propulsion control system (1) of example 48, wherein the drive unit (3) is configured to be moved by the connecting arm (4) is pivoted around the first pivot joint (5) in a clockwise direction or an anticlockwise direction at the same time as the drive unit (3) is pivoted around the second pivot joint (6) in a clockwise direction or an anticlockwise direction.

Example 52: The marine propulsion control system (1) of any of the examples 48-51, wherein a rotation motor is arranged in the first pivot joint (5) and/or in the second pivot joint (6).

Example 53: The marine propulsion control system (1) of any of the examples 48-52, wherein a linear actuator (7) is arranged between the transom bracket (2) and the connecting arm (4), or between the connecting arm (4) and the drive unit (3).

Example 54: The marine propulsion control system (1) of any of the examples 48-53, wherein a plurality of linear actuators (7) are arranged between the transom bracket (2) and the connecting arm (4), or between the connecting arm (4) and the drive unit (3).

Example 55: The marine propulsion control system (1) of any of examples 53-54, wherein a hydraulic system is arranged for powering the linear actuator(s) (7).

Example 56: The marine propulsion control system (1) of any of the examples 52-55, wherein the rotation motor and the linear actuator(s) (7) are configured to pivot the connecting arm (4) around the first pivot joint (5) and/or the drive unit (3) around the second pivot joint (6).

Example 57: The marine propulsion control system (1) of example 48, wherein a gearing unit (8) is arranged in the first pivot joint (5) and/or in the second pivot joint (6).

Example 58: The marine propulsion control system (1) of example 57, wherein the gearing unit (8) is a planetary gearing unit arranged in the first pivot joint (5) and/or in the second pivot joint (6).

Example 59: The marine propulsion control system (1) of example 57, wherein a motor or a step motor (9) is arranged for powering the gearing unit and/or planetary gearing unit.

Example 60: The marine propulsion control system (1) of any of the examples 57 to 59, wherein the gearing unit and/or the planetary gearing unit and/or the linear actuator(s) are configured to move the drive unit (3) by pivoting the connecting arm (4) around the first pivot joint (5) and/or by pivoting the drive unit (3) around the second pivot joint (6).

Example 61: The marine propulsion control system (1) of any of the preceding examples, wherein the control unit (23) is operatively connected with the drive unit (3), the first pivot joint (5), the second pivot joint (6), the linear actuator (7), the rotation motor (9), the electric motor, the hydraulic system and/or the step motor.

Example 62: The marine propulsion control system (1) of any of the examples 1-61, wherein the lower part (21) is rotatably connected with the upper part (20) over 360 degrees.

Example 63: The marine propulsion control system (1) of any of the examples 1-62, further comprising two or more drive units (3), each drive unit (3) comprises an upper part (20) and a lower part (21), the upper part (20) being pivotable in relation to the marine vessel (100) and the lower part (21) is rotatably connected with the upper part (20), the lower part (21) comprises one or more propellers (13a, 13b).

Example 64: The marine propulsion control system (1) of example 63, wherein the control unit (23) is configured to rotate each lower part (21) in the same direction or in opposite directions.

Example 65: A marine vessel (100) comprising a marine propulsion control system (1) of any of the examples 1-64.

Example 66: The marine vessel (100) of example 65, further comprising a bathing platform (103).

Example 67: The marine vessel (100) of example 65 and/or 66, further comprising a transom (101).

Example 68: A method of operating a marine propulsion control system (1) of any of the examples 1-64, comprising

• • providing a marine propulsion control system (1) of any of the examples 1-64, on a marine vessel (100),
  • obtaining an activation message indicative of a predetermined operation mode for the drive unit (3),
  • controlling the drive unit (3) on basis of the activation message,
  • obtaining a swim mode activation message,
  • rotating, in response to obtaining swim mode activation message, the lower part (21) of the drive unit (3) so that the one or more propellers (13a, 13b) is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers,
  • ensuring that no thrust force and/or rotation of the one or more propellers (13a, 13b) in the swim mode.

Example 69: The method of example 68, whereby the activation message is activated by an operator or captain and/or is an automatically generated activation message.

Example 70: The method of examples 68 and/or 69, further comprising obtaining a normal/high speed mode activation massage, setting, in response to obtaining normal/high speed mode activation message, limitations to the trim of the drive unit (3) and steering, and setting no tilt capability of the drive unit (3).

Example 71: The method of example 70, wherein the limitation is that the trim of the drive unit (3) cannot exceed ±10 degrees, preferably ±5 degrees compared to neutral trim, and that rotation of the lower part (21) of the drive unit (3) is limited to 30 degrees.

Example 72: The method of any of the examples 68-71, further comprising obtaining a slow speed mode activation messages,

• • setting, in response to obtaining the slow speed mode activation message, the trim of the drive unit (3) free,
  • providing unlimited steering up to 360 degrees of the drive unit (3).

Example 73: The method of any of the examples 68-72, further comprising obtaining a shallow water/beach mode activation message,

• • setting, in response to obtaining the shallow water/beach activation message, the trim and tilt is free,
  • providing unlimited steering up to 360 degrees, preferably ±120 degrees.

Example 74: The method of example 73, further comprising limiting the thrust force of the propellers (13a, 13b) so that a limited speed only is allowed in the shallow water/beach mode.

Example 75: The method of examples 73-74, further comprising bringing the drive unit (3) to a reduced draught operation mode.

Example 76: The method of examples 73-75, further comprising rotating the lower part (21) to a position with the one or more propellers (13a, 13b) facing aft in relation to the marine vessel.

Example 77: The method of any of the examples 68-76, further comprising obtaining a storage mode activation message, moving, in response to obtaining the storage mode activation message, the drive unit (3) out of water, and ensuring no thrust force and/or rotation of the one or more propellers (13a, 13b).

Example 78: The method of example 77, further comprising rotating the lower part (21) to a position with the one or more propellers (13a, 13b) facing aft in relation to the marine vessel.

Example 79: The marine propulsion control system of example 26, wherein the control unit (23) is configured to rotate the lower part (21) to a position with the one or more propellers (13a, 13b) facing aft in relation to the marine vessel.

Example 80: The marine propulsion control system of example 30, wherein the control unit (23) is configured to rotate the lower part (21) to a position with the one or more propellers (13a, 13b) facing aft in relation to the marine vessel.

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.

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.

Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” 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 the 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.

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.

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

1. A marine propulsion control system for a marine vessel, comprising a drive unit adapted to be connected with the marine vessel, the drive unit comprises an upper part being pivotable connected with the marine vessel and a lower part having one or more propellers providing a thrust force, the lower part is rotatable in relation to the upper part,an input unit configured to obtain an activation message indicative of an operation mode for the drive unit,a control unit being operatively connected with the drive unit and the input unit, the control unit is configured to control the drive unit on basis of the activation message obtained from the input unit,wherein the control unit, based on at least the activation message, is configured to control the drive unit within different predetermined operation modes,wherein one of the predetermined operation modes is a swim mode in which the control unit is configured to rotate the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers,wherein the control unit is configured to ensure no thrust force and/or rotation of the one or more propellers in the swim mode.

2. The marine propulsion control system of claim 1, further comprising a tilt and trim arrangement, the control unit is operatively connected with the tilt and trim arrangement.

3. The marine propulsion control system of claim 1, wherein the activation message is activated by an operator or captain and/or is an automatically generated activation message.

4. The marine propulsion control system of claim 1, wherein the automatically generated activation message is sensor data obtained from one or more sensor(s).

5. The marine propulsion control system of claim 1, further comprising one or more sensor(s), the one or more sensors is/are configured to detect one or more condition(s) of the marine vessel, the drive unit and/or a surrounding of the marine vessel.

6. The marine propulsion control system of claim 5, wherein the one or more conditions of the marine vessel is load, movement, components on the marine vessel, position of a bathing platform, and/or position of a bathing ladder.

7. The marine propulsion control system of claim 5, wherein the one or more conditions of marine unit is the position of one or more propellers, rpm of the propellers, trim angles, tilt angles, torque, consumption, position of the lower part compared to the upper part, height position, and others.

8. The marine propulsion control system of claim 5, wherein the surroundings is detection of persons and/or objects around the marine vessel, depth, waves, and/or direction of the waves.

9. The marine propulsion control system of claim 1, wherein one of the predetermined operation modes is a normal/high speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit and steering is set with limitations and no tilt capability of the drive unit.

10. The marine propulsion control system of claim 9, wherein the limitation is that the trim of the drive unit cannot exceed ±10 degrees compared to neutral trim, and that rotation of the lower part of the drive unit is limited to 30 degrees.

11. The marine propulsion control system of claim 1, wherein one of the predetermined operation modes is a slow speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit is free, unlimited steering up to 360 degrees.

12. The marine propulsion control system of claim 1, wherein one of the predetermined operation modes is shallow water/beach mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim and tilt is free, unlimited steering up to 360 degrees.

13. The marine propulsion control system of claim 12, wherein the control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel.

14. The marine propulsion control system of claim 1, wherein one of the predetermined operation modes is a storage mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the drive unit is trimmed and tilted out of water, and the control unit is configured to ensure no thrust force and/or rotation of the one or more propellers.

15. The marine propulsion control system of claim 14, wherein the control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel.

16. A marine vessel comprising a marine propulsion control system of claim 1.

17. A method of operating a marine propulsion control system of claim 1, comprising providing the marine propulsion control system on a marine vessel,obtaining an activation message indicative of a predetermined operation mode for the drive unit,controlling the drive unit on basis of the activation message,obtaining a swim mode activation message,rotating, in response to obtaining the swim mode activation message, the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers,ensuring that no thrust force and/or rotation of the one or more propellers in the swim mode.

18. The method of claim 17, further comprising obtaining a normal/high speed mode activation message,setting, in response to obtaining the normal/high speed mode activation message, limitations to the trim of the drive unit and steering, andsetting no tilt capability of the drive unit.

19. The method of claim 17, further comprising obtaining a slow speed mode activation messages,setting, in response to obtaining the slow speed mode activation message, the trim of the drive unit free,providing unlimited steering up to 360 degrees of the drive unit.

20. The method of claim 17, further comprising obtaining a shallow water/beach mode activation message,setting, in response to obtaining the shallow water/beach activation message, the trim and tilt is free,providing unlimited steering up to 360 degrees.