MARINE PROPULSION SYSTEM

Abstract

A marine propulsion system for a marine vessel having a vessel speed, has an electric motor providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor. A drive unit is pivotable in relation to the marine vessel, the drive unit being powered by the electric motor. A trim arrangement adjusts a trim angle of the drive unit. A control unit being is connected with the electric motor and the trim arrangement, the control unit receives motor data from the electric motor and trim data from the trim arrangement. The control unit has a processing circuitry for comparing the motor data with the trim data. The control unit is configured to actively adjust the trim angle of the drive unit based on the motor data whereby an energy consumption of the electric motor at the same vessel speed can be optimized at any condition of the marine vessel.

Description

TECHNICAL FIELD

The disclosure relates generally to a propulsion system. In particular aspects, the disclosure relates to a marine propulsion 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

Drive units having one or more propellers may be trimmed with different trim angles. The trim angle today is adjusted either manually or by a pre-set condition states. Most often the driver of the marine vessel is setting the trim angles in view of the driver's preferences rather than in view of optimization. As the conditions and environment applying to the vessel can vary, the pre-set conditions of the trim angle can be sufficient and less sufficient.

Although many prior art solutions function satisfactorily in view of trimming the drive unit, there is still room for improvement in terms of for example design, control and reliability during different sailing conditions of the marine vessels.

SUMMARY

According to a first aspect of the disclosure, a marine propulsion system for a marine vessel having a vessel speed, comprising

• • an electric motor providing torque and rotational speed, the torque and rotational speed being
  • a drive unit configured to be pivotable in relation to the marine vessel, the drive unit being powered by the electric motor,
  • a trim arrangement configured to adjust a trim angle of the drive unit,
  • a control unit being operatively connected with the electric motor and the trim arrangement,
  • the control unit is configured to receive motor data from the electric motor and trim data from the trim arrangement,
  • the control unit comprising a processing circuitry configured to comparing the motor data with the trim data,
  • wherein the control unit is configured to actively adjust the trim angle of the drive unit based on the motor data whereby an energy consumption of the electric motor at the same vessel
  • speed can be optimized at any condition of the marine vessel. The first aspect of the disclosure may seek to provide a solution to the disadvantages mentioned in the background with trimming the drive unit either manually or by pre-set condition states. A technical benefit may include optimizing the trim angles of the drive unit to decrease the required propulsion energy at the same vessel speed. By allowing the system to adjust the trim angle depending on the consumed energy of the electric motor, the energy consumption at the same vessel speed can be optimized and lowered.

Optionally in some examples, including in at least one preferred example, the control unit is configured to adjust the torque and/or the rotational speed of the electric motor. A technical benefit may include that the energy consumption may be lowered and optimized under different conditions of the marine vessel.

Optionally in some examples, including in at least one preferred example, the motor data comprises an energy consumption data associated with the energy consumption of the electric motor. A technical benefit may include that the energy consumption of the electric motor may be monitored and compared to the different trim angles so that the energy consumption may be optimized.

Optionally in some examples, including in at least one preferred example, further comprising a power supply for supplying energy to the electric motor.

Optionally in some examples, including in at least one preferred example, further comprising a positioning unit, such as a GPS or similar, and/or a speed log or speed reading.

A technical benefit may include that the vessel speed may be used in in relation to optimizing the energy consumption by comparing vessel speed with the motor data and the trim data.

Optionally in some examples, including in at least one preferred example, the vessel speed is substantially maintained by adjusting the torque and/or rotational speed of the electric motor as the trim angles are iterated. A technical benefit may include that the optimum trim angle may be determined by keeping the vessel speed constant during the iteration.

Optionally in some examples, including in at least one preferred example, the energy consumption is maintained as the trim angles are iterated for obtaining a higher vessel speed at the same energy consumption. A technical benefit may include that the system is keeping the energy consumption constant and that the trim of the drive unit is optimized to gain the most speed of the vessel at the same energy consumption.

Optionally in some examples, including in at least one preferred example, further comprising a detector unit being configured to detect the motion and movement of the marine vessel. A technical benefit may include that the movement of the marine vessel may detected.

Optionally in some examples, including in at least one preferred example, the control unit is operatively connected with the detector unit, the control unit is configured to control and adjust the vessel speed in relation to the motion and movement of the marine vessel. A technical benefit may include that the movements of the marine vessel also may be used for optimizing the trim angles of the drive unit so that the energy consumption may be optimized and lowered.

Optionally in some examples, including in at least one preferred example, further comprising a data storage unit. A technical benefit may include that the iterated trim angles during different sailing conditions may be stored together with other data.

Optionally in some examples, including in at least one preferred example, the control unit is operatively connected with the data storage unit, the control unit is configured to storing the latest optimized trim angle and/or the most common optimized trim angle for the marine vessel at certain speeds, improving the control loop by narrowing the range of iteration as time goes by. A technical benefit may include that the control of the trim angles may be improved. In addition, by storing the normal or most common optimized trim angle for the marine vessel at a certain speed, the control unit may detect any abnormalities. For instance, if the latest data is stored, it can be data from an abnormal condition, for instance heavy loaded marine vessel, thereby a normal loaded condition of the marine vessel may be an abnormality the next time. This may be avoided by storing the most common optimized trim angle for the marine vessel at certain speeds.

Optionally in some examples, including in at least one preferred example, the control unit is configured to indicate abnormalities in energy consumption at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel, added weight in terms of passengers/cargo, or the like. A technical benefit may include that based on the data of the different sailing conditions it may be detected if the propulsion system is functioning abnormal and thereby prompt the captain that something is influencing on the optimized energy consumption.

According to a second aspect of the disclosure, a marine vessel comprising a marine propulsion system as described above. The second aspect of the disclosure may seek to provide a solution to the disadvantages mentioned in the background with trimming the drive unit either manually or by pre-set condition states. A technical benefit may include optimizing the trim angles of the drive unit to decrease the required propulsion energy at the same vessel speed. By allowing the system to adjust the trim angle depending on the consumed energy of the electric motor, the energy consumption at the same vessel speed can be optimized and lowered.

According to a third aspect of the disclosure, a method for optimizing a energy consumption of a marine propulsion system, comprising

• • providing motor data of an electric motor, the motor data being torque and rotational speed of the electric motor,
  • providing trim data of a trim arrangement, the trim data being a trim angle of the drive unit, comparing the motor data with the trim data,
  • adjusting the trim angle of the drive unit based on the motor data whereby the energy consumption of the electric motor at a same vessel speed can be optimized at any condition of the marine vessel. The third aspect of the disclosure may seek to provide a solution to the disadvantages mentioned in the background with trimming the drive unit either manually or by pre-set condition states. A technical benefit may include optimizing the trim angles of the drive unit to decrease the required propulsion energy at the same vessel speed. By allowing the system to adjust the trim angle depending on the consumed energy of the electric motor, the energy consumption at the same vessel speed can be optimized and lowered.

Optionally in some examples, including in at least one preferred example further comprising maintaining a vessel speed by adjusting the torque and/or rotational speed of the electric motor as the trim angles are iterated. A technical benefit may include the optimum trim angle may be determined by keeping the vessel speed constant during the iteration.

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 show an exemplary of a marine propulsion system according to an example.

FIG. 4 shows another example of a marine propulsion system. FIGS. 5-6 show in a side view the drive unit being translated rearwards according to an example.

FIGS. 7-9 show in a side view different trim of the drive unit according to an example.

FIGS. 10-13 show different view of an example of a connecting arm according to an example.

FIGS. 14-15 show different view of another 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.

FIG. 18 shows a view of another example of a connecting arm according to an example.

FIG. 19 shows another exemplary marine propulsion system according to an example.

FIG. 20 shows yet another exemplary marine propulsion system according to an example.

FIG. 21 is a schematic flowchart of an example of a method for controlling a marine propulsion 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.

FIG. 1 is an exemplary marine propulsion system 1 according to an example. The marine propulsion system 1 is arranged on a marine vessel 100 having a vessel speed. The marine propulsion system 1 comprises an electric motor 15 providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor 15, and a drive unit 3 being configured to be pivotable in relation to the marine vessel 100, the drive unit 3 being powered by the electric motor 15. The electric motor 15 is in the present example arranged as part of the drive unit 3. The marine propulsion system 1 also comprises a trim arrangement 16 configured to adjust a trim angle of the drive unit 3. The trim arrangement is configured to move the drive unit 3 in the water for setting a trim angle of the drive unit 3 depending of the intended performance of the marine vessel 100. The trim arrangement 16 assists in optimizing the performance and efficiency of the marine vessel 100. By adjusting or setting the trim angle of the drive unit, the marine vessel's efficiency may significantly be enhanced. By fine-tuning the trim angle, it is possible to reduce the drag and resistance of a hull 102 of the marine vessel, which translates to power supply economy and increased speed. In addition, trim adjustments of the drive unit may influence the marine vessel's handling and maneuverability. By adjusting the trim arrangement, it is possible to optimize the trim angle to achieve better stability, cornering, and responsiveness, especially when navigating in challenging conditions or making tight turns. Hence, the trim arrangement 16 allows for adjustable trim angles for optimizing the performance, efficiency, and safety of the marine vessel 100. Furthermore, it enables the driver of the marine vessel to adapt to various conditions and achieve the best possible balance between speed, stability, and an energy consumption of the electric motor 15.

The marine propulsions system 1 also comprises a control unit 17 being operatively connected with the electric motor 15 and the trim arrangement 16, the control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim arrangement 16. In the present example the control unit 17 is arranged onboard the marine vessel 100. In other examples, the control unit 17 may be arranged in the drive unit 3. The control unit 17 comprises a processing circuitry 18 configured to comparing the motor data with the trim data. The control unit 17 is configured to actively adjust the trim angle of the drive unit 3 based on the motor data whereby an energy consumption of the electric motor 15 at the same vessel speed can be optimized at any condition of the marine vessel 100.

Hence, when the control unit 17 actively adjusts the trim angle of the drive unit 3 based on the motor data an improved efficiency is obtained which also lead to significant energy savings over time, making boating more cost-effective while exploring the benefits of the electric motor.

Moreover, the drive unit 3 comprises one or more propellers. In the present example the drive unit 3 comprises a first propeller 13a and a second propeller 13b. The first propeller 13a may be arranged to be counter-rotating compared to the second propeller 13b.

The one or more propellers may be configured to push the marine vessel 100 in a forward motion of the marine vessel 100 as shown in the present example. In another example, the one or more propellers may be configured to pull the marine vessel in a forward motion of the marine vessel.

The marine propulsion system 1 may also comprise a power supply 19 for supplying energy to the electric motor 15 and other parts of the marine propulsion system 1 and/or marine vessel 100. The power supply 19 may be a battery pack. In the present example, the power supply is arranged onboard the marine vessel 100.

A power supply sensor 20 may be arranged for monitoring an energy consumption of the power supply 19. In addition, an energy consumption sensor 21 may be arranged for monitoring an energy consumption of the electric motor 15. The power supply sensor 20, the energy consumption sensor 21 and/or the power supply 19 may be operatively connected with the control unit 17.

Furthermore, a positioning unit 22 may be arranged. The positioning unit 22 may be a Global Positioning System (GPS) and/or an inertial navigation system. A speed log or speed reading for providing the vessel speed may also be arranged. The control unit 17 is operatively connected with the positioning unit 22 and/or the speed log or speed reading.

In FIG. 1, the drive unit 3 is in a neutral trim position. In FIG. 2, the drive unit 3 has been trimmed to a positive trim and in FIG. 3, the drive unit 3 has been trimmed to a negative trim.

Furthermore, the control unit 17 may be configured to adjust the torque and/or the rotational speed of the electric motor 15 both independently or dependently of the trim data, but in relation to the energy consumption at the same vessel speed. In addition, the motor data may comprise the energy consumption of the electric motor 15.

The processing circuitry 18 is comparing the motor data with the trim data for detecting if the energy consumption increases or decreases for a given speed in view of a predetermined energy consumption reference for said given speed, the processing circuitry 18 is configured to send a message to the control unit 17 for adjusting the trim of the drive unit 3 if the energy consumption changes in view of the predetermined energy consumption reference for the given speed.

Moreover, the processing circuitry may be continuously comparing the motor data

with the trim data until the detected energy consumption is substantially equal to the energy consumption reference for the given speed.

In addition, the vessel speed may be substantially maintained by adjusting the torque and/or rotational speed of the electric motor 15 as the trim angles are iterated.

In another example, the energy consumption may be maintained as the trim angles are iterated for obtaining a higher vessel speed at the same energy consumption. Hereby the system is keeping the energy consumption constant and that the trim of the drive unit is optimized to gain the most speed of the vessel at the same energy consumption.

The marine propulsion system 1 may further comprise a data storage unit 25. The control unit 17 is operatively connected with the data storage unit 25, the control unit 17 is configured to storing the latest optimized trim angle and/or the most common optimized trim angle for the marine vessel 100 at certain speeds, improving the control loop by narrowing the range of iteration as time goes by.

In FIG. 4, the marine vessel 100 is shown in a side view, with the drive unit 3 in neutral trim. The marine propulsion system 1 may further comprises a detector unit 26 being configured to detect the motion and movement of the marine vessel 100. These motion and movements may be heave, sway, surge, roll, pitch and/or yaw movements of the marine vessel 100. The control unit 17 is operatively connected with the detector unit 26, the control unit 17 is configured to control and adjust the vessel speed in relation to the motion and movement of the marine vessel. In addition, the system may also be configured to optimize the comfort onboard the marine vessel, independent of the energy consumption. In some circumstances it may be relevant to sacrifice some of the efficiency and ensure that the pitch of the marine vessel fluctuates less. This could for instance be that the control unit controls the trim arrangement to have a less trim angle compared to the energy optimization point. In many circumstances less trim implies bow down of the marine vessel and most often a more comfortable ride in rough conditions.

In addition, the marine propulsion system 1 may further comprises a communication unit 28, the communication unit 28 is configured to receive data regarding weather, current and/or wave heights as well as direction of the same from an external provider. The control unit 17 is operatively connected with the communication unit 28, the control unit 17 is configured to control and adjust the vessel speed and/or the trim of the drive unit 3 in relation to the received data regarding weather, current and/or wave heights as well as direction of the same.

The marine propulsion system 1 may also comprise a proximity sensor 27 configured to detect environment or surroundings in front and/or side of the marine vessel 100. The environment may be waves as well as height of the waves, directions and/or frequencies. The control unit 17 is operatively connected with the proximity sensor 27, the control unit 17 is configured to control and adjust the vessel speed and/or the trim of the drive unit 3 in relation to the detected surroundings in front or side of the marine vessel 100 regarding wave heights and their frequency as well as direction of the same. The control unit may also control the trim arrangement during turning and maneuvering of the marine vessel. The proximity sensor 27 may be a LiDAR sensor arranged at the bow of the marine vessel and/or at the sides of the marine vessel so that the environment, i.e. wave height and direction is detected.

Moreover, the control unit 17 may be set to avoid oscillation of the hull 102 of the marine vessel, for instance detected by the detector unit.

Furthermore, the control unit 17 may be configured to indicate abnormalties in energy consumption at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel, added weight in terms of passengers/cargo, or the like. By actively adjusting the trim angle of the drive unit 3 based on the motor data it may also be observed when abnormalities occur. When this occur the control unit 17 may inform the captain of these abnormalities so that the captain is prompted to take action.

The control unit 17 may also be configured to suggest a change of a propeller if the system indicates that a maximum revolutions per minute (rpm) of the propeller often is exceeded or not reached, and/or to suggest a change in the weight distribution of the marine vessel 100 if the system indicates significant abnormalities in an optimal trim angle at a certain speed.

Additionally, the control unit 17 may also be configured to suggest changing the propellers if the driver/captain is driving the marine vessel in a different way than intended by the propellers of the present drive unit.

The trim arrangement 16 may have different set-up and design. The drive unit 3 is connected with the transom of the marine vessel via at least one pivot joint around which the drive unit 3 may be rotated or pivoted during trimming and/or tilting. The trim arrangement 16 is configured to move the drive unit around the pivot joint in order to trim the drive unit in the intended trim angle. The movement of the drive unit around the pivot joint may be done in a numerous way. For instance the trim arrangement may comprise a pneumatic or hydraulic actuator, a linear actuator, rotational actuator. In addition, a rotation motor may be arranged at the pivot joint for providing the rotation. In other examples, the system 1 may comprise a plurality of pivot joints, which the drive unit may be trimmed around.

FIG. 5 is an exemplary view of the marine propulsion system 1 for a marine vessel 100 according to an example. The marine propulsion 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 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.

In FIG. 5, 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. 5, the connecting arm 4 has been pivoted in an anticlockwise direction around the first pivot joint 5.

In addition, the drive unit 3 may be 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. 5, 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. 5, 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. The trim angles of the drive unit is based on input from the control unit.

In FIG. 5, 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. 5. 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.

In FIG. 5, 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. 6, 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. 5. 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 positon 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 sailing 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. 5, the connecting arm 4 in FIG. 6 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 position, when not in use, for instance when the marine vessel 100 is in the harbor or at the beach.

In FIG. 7, 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 FIG. 8, the drive unit 3 has been pivoted in a clockwise direction around the second pivot joint 6 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. The connecting arm has in FIG. 8 not been pivoted around the first pivot joint 5. Hence, the drive unit 3 has been trimmed but not tilted.

In FIG. 9, the drive unit 3 has been pivoted in an anticlockwise direction around the second pivot joint 6 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. The connecting arm has in FIG. 9 not been pivoted around the first pivot joint 5. Hence, the drive unit 3 has been trimmed but not tilted.

By the disclosure it is obtained that the drive unit 3 may be positioned freely in relation to the transom bracket 2 both in rotation but also vertical movements as well as horizontal movements.

The rotation of the connecting arm 4 around the first pivot joint 5, and the rotation of the drive unit 3 around the second pivot joint 6 may be provided in different ways. In FIGS. 10-13, 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 are arranged to pivot the drive unit around the second pivot joint 6 by extracting the cylinders or retracting the cylinders. In FIG. 10, 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. 11, 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. 11, 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. 12, 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. 12, the first pivot joint 5 may be hollow. In FIG. 13, 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.

In FIG. 14, 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. 14, 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. 15, a side view of the gearing unit 8 arranged in connection with the first pivot joint 5 is shown.

In FIGS. 16-17, 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. 18, 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 marine propulsion system may further comprise a kick up function.

The marine propulsion 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 may be operatively connected with the drive unit, 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.

In FIG. 19, another example of the marine propulsion system 1 for the marine vessel 100. The marine propulsion system 1 comprises an electric motor 15 providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor 15, a drive unit 3 configured to be pivotable in relation to the marine vessel 100, the drive unit 3 being powered by the electric motor 15, a trim arrangement 16 configured to adjust a trim angle of the drive unit 3. The trim arrangement comprises a hydraulic cylinder which in one end is connected with the transom or a transom bracket and in the opposite end an arm being connected with the pivot joint. By moving a piston arm of the hydraulic cylinder the arm is being moved which again moves the drive unit and thereby different trim angles may be provided. The marine propulsion system also comprises a control unit 17 being operatively connected with the electric motor 15 and the trim arrangement 16, the control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim arrangement 16. The control unit 17 comprises a processing circuitry 18 configured to comparing the motor data with the trim data, wherein the control unit 17 is configured to actively adjust the trim angle of the drive unit 3 based on the motor data whereby an energy consumption of the electric motor 15 at the same vessel speed can be optimized at any condition of the marine vessel 100.

In FIG. 20, another example of the marine propulsion system 1 for a marine vessel 100 having a vessel speed is shown. The marine propulsion system 1 comprises an electric motor 15 providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor 15, a drive unit 3 configured to be pivotable in relation to the marine vessel 100, for instance may be rotated around pivot joint 5, the drive unit 3 being powered by the electric motor 15, a trim arrangement 16 configured to adjust a trim angle of the drive unit 3, a control unit 17 being operatively connected with the electric motor 15 and the trim arrangement 16, the control unit 17 is configured to receive motor data from the electric motor 15 and trim data from the trim arrangement 16. The control unit 17 comprises a processing circuitry 18 configured to comparing the motor data with the trim data, wherein the control unit 17 is configured to actively adjust the trim angle of the drive unit 3 based on the motor data whereby an energy consumption of the electric motor 15 at the same vessel speed can be optimized at any condition of the marine vessel 100.

The present disclosure also relates to a marine vessel 100 comprising a marine propulsion system 1 as described above.

FIG. 21 shows a schematic flow chart of the method of controlling a marine propulsion system 1 as described above.

In step 500 motor data of an electric motor is being provided, the motor data being torque and rotational speed of the electric motor. In step 501, trim data of a trim arrangement is being provided, the trim data being a trim angle of the drive unit. In step 502, the motor data is being compared with the trim data. In step 503, the trim angle of the drive unit based on the motor data whereby the energy consumption of the electric motor at a same vessel speed can be optimized at any condition of the marine vessel.

In another step, the torque and/or the rotational speed of the electric motor 15 may

be adjusted.

In yet a step, the motor data is compared with the trim data for detecting if the energy consumption increases or decreases for a given speed in view of a predetermined speed consumption reference for said given speed, and a message may be send to the control unit for adjusting the trim of the drive unit if the energy consumption changes in view of a predetermined speed consumption reference.

Furthermore, the motor data may be compared with the trim data until the detected energy consumption is substantially equal to the speed consumption reference.

In another step, a vessel speed may be maintained by adjusting the torque and/or rotational speed of the electric motor as the trim angles are iterated.

Also, the last optimized trim angle for the marine vessel at certain speeds may be stored in a data storage unit, and thereby improving the control loop by narrowing the range of iteration as time goes by.

Additionally in a step, abnormalities in energy consumption may be indicated at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel, added weight in terms of passengers/cargo, or the like.

Moreover, a change of a propeller may be suggested if the system indicates that a maximum rpm of the propeller often is exceeded or not reached, and/or to suggest a change in the weight distribution of the marine vessel if the system indicates significant abnormalities in an optimal trim angle at a certain speed.

Also, changing the propellers may be suggested if a driver is driving the marine vessel in a different way than intended by the propellers of the present drive unit.

In another step, the torque and/or the rotational speed of the electric motor may be adjusted.

In yet another step, the energy consumption of the electric motor 15 may be monitored.

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

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

• • an electric motor (15) providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor,
  • a drive unit (3) configured to be pivotable in relation to the marine vessel, the drive unit (3) being powered by the electric motor (15),
  • a trim arrangement (16) configured to adjust a trim angle of the drive unit (3),
  • a control unit (17) being operatively connected with the electric motor (15) and the trim arrangement (16), the control unit (17) is configured to receive motor data from the electric motor (15) and trim data from the trim arrangement (16),
  • the control unit (17) comprising a processing circuitry (18) configured to comparing the motor data with the trim data,
  • wherein the control unit (17) is configured to actively adjust the trim angle of the drive unit (3) based on the motor data whereby an energy consumption of the electric motor (15) at the same vessel speed can be optimized at any condition of the marine vessel.

Example 2: The marine propulsion system (1) of example 1, wherein the control unit (17) is configured to adjust the torque and/or the rotational speed of the electric motor (15).

Example 3: The marine propulsion system (1) of any of the examples 1-2, wherein the motor data comprises an energy consumption data associated with the energy consumption of the electric motor (15).

Example 4: The marine propulsion system (1) of example 3, wherein the processing circuitry (18) is comparing the motor data with the trim data for detecting if the energy consumption increases or decreases for a given speed in view of a predetermined energy consumption reference for the given speed, the processing circuitry (18) is configured to send a message to the control unit (17) for adjusting the trim of the drive unit (3) if the energy consumption changes in view of the predetermined energy consumption reference for the given speed.

Example 5: The marine propulsion system (1) of example 4, wherein the processing circuitry (18) is continuously comparing the motor data with the trim data until the detected energy consumption is substantially equal to the predetermined energy consumption reference for the given speed.

Example 6: The marine propulsion system (1) of any of the examples 1-5, further comprising a power supply (19) for supplying energy to the electric motor (15).

Example 7: The marine propulsion system (1) of example 6, wherein a power supply sensor (20) is arranged for monitoring an energy consumption of the power supply (19).

Example 8: The marine propulsion system (1) of any of the examples 1-7, wherein an energy consumption sensor (21) is arranged for monitoring an energy consumption of the electric motor (15).

Examples 9: The marine propulsion system (1) of any of the examples 1-8, further comprising a positioning unit (22), such as a GPS or similar, and/or a speed log or speed reading.

Example 10: The marine propulsion system (1) of any of the examples 1-9, further comprising a depth sensor for measuring a water depth.

Example 11: The marine propulsion system (1) of example 9, wherein the control unit (17) is operatively connected with the positioning unit (22) and/or the speed log or speed reading.

Example 12: The marine propulsion system (1) of any of the examples 1-11, wherein the vessel speed is substantially maintained by adjusting the torque and/or rotational speed of the electric motor (15) as the trim angles are iterated.

Example 13: The marine propulsion system (1) of any of the examples 1-11, wherein the energy consumption is maintained as the trim angles are iterated for obtaining a higher vessel speed at the same energy consumption.

Example 14: The marine propulsion system (1) of any of examples 1-13, wherein the control unit (17) is set to avoid oscillation of a hull (102) of the marine vessel (100).

Example 15: The marine propulsion system (1) of any of the examples 1-14, further comprising a detector unit (26) being configured to detect the motion and movement of the marine vessel (100).

Example 16: The marine propulsion system (1) of example 15, wherein the control unit (17) is operatively connected with the detector unit (26), the control unit (17) is configured to control and adjust the vessel speed in relation to the motion and movement of the marine vessel (100).

Example 17: The marine propulsion system (1) of any of the examples 1-16, further comprising a communication unit (28), the communication unit (28) is configured to receive data regarding weather, current and/or wave heights as well as direction of the same from an external provider.

Example 18: The marine propulsion system (1) of example 17, wherein the control unit (17) is operatively connected with the communication unit (28), the control unit (17) is configured to control and adjust the vessel speed and/or the trim of the drive unit (3) in relation to the received data regarding weather, current and/or wave heights as well as direction of the same.

Example 19: The marine propulsion system (1) of any of the examples 1-18, further comprising a proximity sensor (27) configured to detect an environment in front and/or side of the marine vessel.

Example 20: The marine propulsion system (1) of example 19, wherein the control unit (17) is operatively connected with the proximity sensor (27), the control unit (17) is configured to control and adjust the vessel speed and/or the trim of the drive unit (3) in relation to the detected surroundings in front or side of the marine vessel (100) regarding wave heights and their frequency as well as direction of the same.

Example 21: The marine propulsion system (1) of example 19 and/or 20, wherein the proximity sensor (27) is a LiDAR sensor.

Example 22: The marine propulsion system (1) of any of the examples 1-21, further comprising a data storage unit (25).

Example 23: The marine propulsion system (1) of example 22, wherein the control unit (17) is operatively connected with the data storage unit (25), the control unit (17) is configured to storing the latest optimized trim angle and/or the most common optimized trim angle for the marine vessel (100) at certain speeds, improving the control loop by narrowing the range of iteration as time goes by.

Example 24: The marine propulsion system (1) of any of the examples 1-23, wherein the drive unit (3) comprises one or more propellers.

Example 25: The marine propulsion system (1) of example 24, wherein the one or more propellers are configured to push the marine vessel in a forward motion of the marine vessel.

Example 26: The marine propulsion system (1) of example 24, wherein the one or more propellers are configured to pull the marine vessel in a forward motion of the marine vessel.

Example 27: The marine propulsion system (1) of any of the examples 24-26, wherein the drive unit (3) comprises a first propeller (13a) and a second propeller (13b).

Example 28: The marine propulsion system (1) of example 27, wherein the first propeller (13a) is arranged to be counter-rotating compared to the second propeller (13b).

Example 29: The marine propulsion system (1) of any of the examples 24-28, wherein the one or more propellers (13a, 13b) comprises an angle of thrust.

Example 30: The marine propulsion system (1) of any of the examples 1-29,

wherein the control unit (17) is configured to indicate abnormalities in energy consumption at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel (100), added weight in terms of passengers/cargo, or the like.

Example 31: The marine propulsion system (1) of any of the examples 1-30, wherein the control unit (17) is configured to suggest a change of a propeller if the system indicates that a maximum rpm of the propeller often is exceeded or not reached, and/or to suggest a change in the weight distribution of the marine vessel if the system indicates significant abnormalities in an optimal trim angle at a certain speed.

Example 32: The marine propulsion system (1) of any of examples 1-31, wherein the control unit (17) is configured to suggest changing the propellers if the driver is driving the marine vessel (100) in a different way than intended by the propellers of the present drive unit.

Example 33: The marine propulsion system (1) of any of examples 1-32, further comprising a transom bracket (2) configured to be connected with a transom (101) of the marine vessel, the drive unit (3) is arranged to be moved in relation to the transom bracket for moving the drive unit in the water and out of the water, the drive unit is connected with the transom bracket via a connecting arm (4) having a first pivot joint (5) connected with the transom bracket and a second pivot joint (6) connected with the drive unit (3), the drive unit is configured to be moved in the water and out of the water by the connecting arm (4) pivots around the first pivot joint or the drive unit pivots around the second pivot joint or the connecting arm and the drive unit pivot around both pivot joints.

Example 34: The marine propulsion system (1) of example 33, 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 around the second pivot joint (6).

Example 35: The marine propulsion system (1) of example 33, 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 36: The marine propulsion system (1) of example 33, 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 37: The marine propulsion system (1) of any of the examples 33-36, wherein a rotation motor is arranged in the first pivot joint (5) and/or in the second pivot joint (6).

Example 38: The marine propulsion system (1) of any of the examples 33-37, wherein a linear actuator (7) is arranged between the transom bracket and the connecting arm (4), or between the connecting arm and the drive unit.

Example 39: The marine propulsion system (1) of any of the examples 33-38, wherein a plurality of linear actuators (7) are arranged between the transom bracket (2) and the connecting arm (4), or between the connecting arm and the drive unit (3).

Example 40: The marine propulsion system (1) of any of preceding examples, wherein a hydraulic system is arranged for powering the trim arrangement (16) and/or the linear actuator(s) (7).

Example 41: The marine propulsion system (1) of any of the examples 37-39, 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 42: The marine propulsion system (1) of any of the examples 33-41,

wherein the first pivot joint (5) is arranged at a first end of the connecting arm, the second pivot joint (6) is connected at a second end of the connecting arm.

Example 43: The marine propulsion system (1) of any of the examples 33-42, wherein the connecting arm (4) is arranged in a center of the drive unit (3).

Example 44: The marine propulsion system (1) of any of the examples 33-43, wherein two connecting arms (4) are arranged between the transom bracket and the drive unit.

Example 45: The marine propulsion system (1) of example 44, wherein the two connecting arms are arranged with a mutual distance between them.

Example 46: The marine propulsion system (1) of any of the examples 44-45, wherein the two connecting arms have the first pivot joint (5) and the second pivot joint (6) so that the two connecting arms move together around the first pivot joint and/or drive unit pivots around the second pivot joint.

Example 47: The marine propulsion system (1) of any of the examples 33-46, wherein the connecting arm (4) tapers from the first pivot joint towards the second pivot joint.

Example 48: The marine propulsion system (1) of any of the examples 33-47, wherein the linear actuator (7) has an actuator end, the actuator end being connected with the connecting arm.

Example 49: The marine propulsion system (1) of any of examples 33-48, wherein the linear actuator (7) is connected with the drive unit (3) and the connecting arm or the transom bracket and the connecting arm.

Example 50: The marine propulsion system (1) of any of the examples 33-49, wherein the linear actuator (7) is connected with the drive unit (3) in a distance below the second pivot joint.

Example 51: The marine propulsion system (1) of example 50, wherein the linear actuator is connected with the drive unit via a drive pivot joint (12).

Example 52: The marine propulsion system (1) of any of the examples 33-51, wherein the drive unit (3) is configured to be trimmed and/or titled around the first pivot joint and/or the second pivot joint.

Example 53: The marine propulsion system (1) of any of the examples 1-52, further comprising a kick up function.

Example 54: The marine propulsion system (1) of any of the examples 1-53, further comprises one or more transom brackets (2) configured to be connected with the transom of the marine vessel, and one or more drive units (3),

• • each drive unit is arranged to be moved in relation to the transom bracket to move the drive unit in the water and out of the water.

Example 55: The marine propulsion system (1) of any of the examples 33-53 and example 54, wherein each drive unit (3) is connected with the transom bracket via a connecting arm (4) having a first pivot joint connected with the transom bracket and a second pivot joint connected with the drive unit (3).

Example 56: The marine propulsion system (1) of any of the examples 1-55, wherein the control unit (17) being operatively connected with the drive unit, the first pivot joint, the second pivot joint, the linear actuator, the rotation motor, and/or the hydraulic system.

Example 57: A marine (100) comprising a marine propulsion system (1) of any of the examples 1-56.

Example 58: A method for optimizing an energy consumption of a marine propulsion system (1) of any of the examples 1-56, comprising

• • providing motor data of an electric motor (15), the motor data being torque and rotational
  • providing trim data of a trim arrangement (16), the trim data being a trim angle of the drive
  • comparing the motor data with the trim data, adjusting the trim angle of the drive unit (3) based on the motor data whereby the energy consumption of the electric motor (15) at a same vessel speed can be optimized at any condition of the marine vessel.

Example 59: The method of example 58, further comprising adjusting the torque and/or the rotational speed of the electric motor (15).

Example 60: The method of example 58 and/or 59, further comprising comparing the motor data with the trim data for detecting if the energy consumption increases or decreases for a given speed in view of a predetermined energy consumption reference for said

• • sending a message to the control unit (17) for adjusting the trim of the drive unit (3) if the energy consumption changes in view of the predetermined energy consumption reference for the given speed.

Example 61: The method of any of the examples 58-60, further comprising

comparing the motor data with the trim data until the detected energy consumption is substantially equal to the energy consumption reference for the given speed.

Example 62: The method of any of the examples 58-61, further comprising maintaining a vessel speed by adjusting the torque and/or rotational speed of the electric motor (15) as the trim angles are iterated.

Example 63: The method of any of the examples 58-62, further comprising storing the latest optimized trim angle and/or the most common optimized trim angle for the marine vessel at certain speeds in a data storage unit (25), improving the control loop by narrowing the range of iteration as time goes by.

Example 64: The method of any of the examples 58-63, further comprising indicating abnormalities in energy consumption at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel, added weight in terms of passengers/cargo, or the like.

Example 65: The method of any of the examples 58-64, further comprising suggesting a change of a propeller if the system indicates that a maximum rpm of the propeller often is exceeded or not reached, and/or to suggest a change in the weight distribution of the marine vessel if the system indicates significant abnormalities in an optimal trim angle at a certain speed.

Example 66: The method of any of the examples 58-65, further comprising suggesting changing the propellers if a driver is driving the marine vessel in a different way than intended by the propellers of the present drive unit.

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 system for a marine vessel having a vessel speed, comprising an electric motor providing torque and rotational speed, the torque and rotational speed being motor data of the electric motor,a drive unit configured to be pivotable in relation to the marine vessel, the drive unit being powered by the electric motor,a trim arrangement configured to adjust a trim angle of the drive unit,a control unit being operatively connected with the electric motor and the trim arrangement,the control unit is configured to receive motor data from the electric motor and trim data from the trim arrangement, the control unit comprising a processing circuitry configured to comparing the motor data with the trim data,wherein the control unit is configured to actively adjust the trim angle of the drive unit based on the motor data whereby an energy consumption of the electric motor at the same vessel speed can be optimized at any condition of the marine vessel.

2. The marine propulsion system of claim 1, wherein the control unit is configured to adjust the torque and/or the rotational speed of the electric motor.

3. The marine propulsion system of claim 1, wherein the motor data comprises an energy consumption data associated with the energy consumption of the electric motor.

4. The marine propulsion system of claim 3, wherein the processing circuitry is comparing the motor data with the trim data for detecting if the energy consumption increases or decreases for a given speed in view of a predetermined energy consumption reference for the given speed, the processing circuitry is configured to send a message to the control unit for adjusting the trim of the drive unit if the energy consumption changes in view of the predetermined energy consumption reference for the given speed.

5. The marine propulsion system of claim 4, wherein the processing circuitry is continuously comparing the motor data with the trim data until the detected energy consumption is substantially equal to the predetermined energy consumption reference for the given speed.

6. The marine propulsion system of claim 1, further comprising a power supply for supplying power to the electric motor.

7. The marine propulsion system of claim 1, wherein an energy consumption sensor is arranged for monitoring an energy consumption of the electric motor.

8. The marine propulsion system of claim 1, further comprising a positioning unit, such as a GPS or similar, and/or a speed log or speed reading.

9. The marine propulsion system of claim 1, wherein the vessel speed is substantially maintained by adjusting the torque and/or rotational speed of the electric motor as the trim angles are iterated.

10. The marine propulsion system of claim 1, wherein the energy consumption is maintained as the trim angles are iterated for obtaining a higher vessel speed at the same energy consumption.

11. The marine propulsion system of claim 1, further comprising a detector unit being configured to detect the motion and movement of the marine vessel.

12. The marine propulsion system of claim 11, wherein the control unit is operatively connected with the detector unit, the control unit is configured to control and adjust the vessel speed in relation to the motion and movement of the marine vessel.

13. The marine propulsion system of claim 1, further comprising a proximity sensor configured to detect an environment in front and/or side of the marine vessel.

14. The marine propulsion system of claim 13, wherein the control unit is operatively connected with the proximity sensor, the control unit is configured to control and adjust the vessel speed and/or the trim of the drive unit in relation to the detected surroundings in front or side of the marine vessel regarding wave heights and their frequency as well as direction of the same.

15. The marine propulsion system of claim 1, further comprising a data storage unit.

16. The marine propulsion system of claim 15, wherein the control unit is operatively connected with the data storage unit, the control unit is configured to storing the latest optimized trim angle and/or the most common optimized trim angle for the marine vessel at certain speeds, improving the control loop by narrowing the range of iteration as time goes by.

17. The marine propulsion system of claim 1, wherein the control unit is configured to indicate abnormalities in energy consumption at a certain speed caused by for instance a damaged propeller, one or more propellers hit by debris or obstacles in the water, marine growth on the hull of the marine vessel or the propeller, uneven weight distribution of the marine vessel, or added weight in terms of passengers/cargo.

18. A marine vessel comprising a marine propulsion system of claim 1.

19. A method for optimizing an energy consumption of a marine propulsion system of claim 1, comprising providing motor data of an electric motor, the motor data being torque and rotational speed of the electric motor,providing trim data of a trim arrangement, the trim data being a trim angle of the drive unit, comparing the motor data with the trim data,adjusting the trim angle of the drive unit based on the motor data whereby the energy consumption of the electric motor at a same vessel speed can be optimized at any condition of the marine vessel.

20. The method of claim 19, further comprising maintaining a vessel speed by adjusting the torque and/or rotational speed of the electric motor as the trim angles are iterated.