MARINE INPUT DEVICE SATURATION

Description

TECHNICAL FIELD

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

BACKGROUND

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

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

SUMMARY

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

BRIEF DESCRIPTION OF THE DRAWINGS

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

FIG. 1 is an exemplary system diagram of a marine vessel.

FIG. 2 is a schematic illustration of an exemplary input device.

FIG. 3 is a flowchart of an exemplary method for navigational control of a marine vessel.

FIG. 4 is a schematic diagram of an exemplary computer system for implementing examples disclosed herein.

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.

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

FIG. 1 is schematic illustration of an exemplary marine vessel 100 in which some of the inventive concepts of the present disclosure may be applied. In non-limiting examples, the marine vessel 100 is a leisure boat, ship, cruise ship, fishing vessel, yacht, ferry, or the like. The marine vessel 100 is adapted to operate at bodies of water, e.g., a sea, ocean, lake, river, bay, gulf, strait, channel, reservoir, fjord, marsh, swamp, etc. The marine vessel 100 is propelled by a propulsion system 110, which may be one configured for an electric marine vessel, gasoline-powered marine vessel, diesel-powered marine vessel, a hybrid thereof, or the like, provided it can be controlled based on computer control via input signals from an input device having a joystick or other type of maneuverable member such as a handle.

The marine vessel 100 may comprise one or more distance sensors 50. The distance sensors 50 may be distributed at arbitrary positions of the marine vessel 100. One exemplary configuration involves a first pair of distance sensors 50 being arranged at a respective back side of the marine vessel 100, a second pair of distance sensors 50 being arranged at a respective center side of the marine vessel 100, and a third pair of distance sensors 50 being arranged at a respective front side of the marine vessel 100. The distance sensors 50 may be arranged at any suitable height of the marine vessel 10, both over the surface or as underwater sensors. In other examples the distance sensors 50 can be arranged anywhere at the marine vessel 100 provided that they are able to sense portions of the surroundings of the marine vessel 100. For underwater placement of the distance sensors 50, the sensed portions refer to underwater areas, i.e., below the surface.

The distance sensors 50 are configured to sense at least portions of an environment 102 surrounding the marine vessel 100 to acquire distance measurement data. The environment 102 is typically a body of water (above the surface and/or below the surface), although the environment 102 may also be land when the marine vessel 100 is located within the sensor's proximity reach of the land. “At least portions” of the environment 102 thus refer to spatial locations in the vicinity of the marine vessel 100, where the reachability to the vicinity depend on what type of sensing technique(s) is/are being employed. The environment 102 includes various targets that can be sensed, including but not limited to other marine vessels, living beings (e.g. humans, wildlife), buoys, lighthouses, rock massives, underwater objects, airborne objects, land masses, quays, berths, docking facilities, and many more targets readily envisaged by the skilled person.

The distance sensors 50 may be lidar devices, radar devices, sonar devices, ultrasonic devices, cameras, inductive proximity sensors, capacitive proximity sensors, infrared proximity sensors, and/or other suitable devices configured to be able to sense an environment. In response to sensing a target in the environment 102, the distance sensors 50 are individually and/or collectively configured to transmit proximity signal(s) to a marine vessel control system 120, and/or to processing circuitry 12 of an input device 10.

The marine vessel 100 comprises a marine vessel control system 120. The marine vessel control system 120 is configured to manage and coordinate various operations and functions necessary for safe and efficient navigation and handling of the marine vessel 100. The marine vessel control system 120 may include one or more subsystems and technologies to control propulsion, steering, and other functions of the marine vessel 100, including but not limited to navigation, propulsion control, steering, dynamic positioning, safety systems, communication, data logging, user interfaces, air conditioning, lighting systems, and the like.

The marine vessel control system 120 comprises a helm station 40. The helm station 40 is operatively connected to the components of the marine vessel control system 120, and serves as a control point for navigation and operation. The control may relate to the propulsion system 110, or any of the one or more subsystems and technologies referred to above.

The marine vessel 100 comprises an input device 10. The input device 10 comprises a force feedback unit 14 and a joystick 16. The input device 10 shall be understood as a device that can be adapted to provide navigational commands to the propulsion system 110, such as commands pertaining to a speed or direction.

The joystick 16 may comprise a handle, a lever, or some type of maneuverable axle. The joystick 16 may be arranged to be maneuvered by an operator of the marine vessel 100, for example by a hand of the operator. The joystick 16 may be movable in three degrees of freedom, i.e., pitch, roll and yaw. The pitch movement refers to up-and-down movement or rotation of the joystick 16 around a horizontal axis, i.e., around the transverse axis which is an imaginary line running from port (left) to starboard (right) across the width of the marine vessel 100. The roll movement refers to side-to-side movement or rotation of the joystick 16 around a longitudinal axis which is an imaginary line running from the bow (front) to the stern (back) of the marine vessel 100. The yaw movement refers to left-and-right movement or rotation of the joystick 16 around a vertical axis, and corresponds to a turning or twisting motion of the marine vessel 100 by a change of direction or heading. These three degrees of freedom allow the joystick 16 to control motion and orientation of the marine vessel 100 in three-dimensional space.

The joystick 16 is arranged to be movable, for example between positions that herein are referred to as an equilibrium position and one or more displaced positions. The equilibrium position shall be understood as a neutral or default position which the joystick 16 is assuming upon no external forces are exerted on the joystick 16. In some examples, the external forces are user-applied forces. In these examples, it is therefore understood that no user-applied force exertion on the joystick 16 causes the joystick 16 to be maintained at the equilibrium position. This is unless some other movement resistance is being applied to the joystick 16, for instance by the force feedback unit 14. The equilibrium position is typically a centered position of the joystick 16 in relation to its mechanical end positions defined by physical limitations of the joystick 16. However, other joystick designs may involve other positional details of equilibrium positions. The displaced position shall be understood as a position being displaced from the equilibrium position. The displaced position may correspond to mechanical end positions of the joystick 16 defined by physical limitations of the joystick 16. The displaced position may correspond to an arbitrary position in between the equilibrium position and a mechanical end position.

The joystick 16 may comprise a positional sensor (not shown) being configured to determine positional data of the joystick 16. This information may be used to determine whether the joystick 16 is in a displaced position or an equilibrium position. The positional sensor may be a potentiometer, hall effect sensor, optical encoder, capacitive sensor, resistive film sensor, magnetic sensor, and the like.

The force feedback unit 14 is adapted to apply a force feedback to the joystick 16. The force feedback may be applied in the form of haptic feedback, which corresponds to physical sensations or forces to a user in response to their interactions with the joystick 16. The force feedback unit 14 is thus adapted to provide force feedback in response to the operator of the marine vessel 100 maneuvering the joystick 16 between the various positions as discussed above.

The force feedback may be applied by adjusting a movement resistance of the joystick 16. The force feedback unit 14 may be a mechanical device and/or an electrical device. In non-limiting examples, the force feedback unit 14 may comprise an electric motor, an actuator, a piezoelectric device, a hydraulic device, a pneumatic device, a shape memory alloy, an electromagnetic device, a mechanical linkage, or the like. In examples where the joystick 16 is movable in three degrees of freedom, the force feedback unit 14 may comprise a respective force feedback unit for each degree of freedom. It is therefore possible to target force feedback application to selective portions of the joystick 16 (e.g. through one or more of the force feedback units). The force feedback unit 14 may be integrated into the joystick 16, or be provided externally to the joystick 16 but configured to transmit the force feedback through connection with the joystick 16. For external use, the force feedback unit 14 may involve an external controller that is configured to transmit signals to a controller of the joystick 16 such that force feedback can be generated therein.

The resistance of movements of the joystick 16 may be adjusted by a fixed force value or a variable force value. For example, consider the scenario where a navigation request involving a speed value of 10000 is requested. By applying a fixed force value, this would mean that the value of 10000 be immediately reduced to a lower specific value, such as 8000. For a variable force value, the speed value of 10000 can instead be gradually reduced from 10000 to 8000, for example via intermediary values of 9500, 9000, 8500, or generally at any arbitrary subinterval with a granularity appropriate for the current driving situation. The variable force value may be an integrated value over time, for example functioning as a proportional-integral-derivative controller (PID). To this end, the magnitude and direction of the force value may vary or not depending on the type of force value being applied.

In order to provide the force feedback, the direction of the force value is typically opposite from the movement direction of the joystick 16, or the upcoming movement direction that is associated with a navigational request. For instance, movements by the joystick 16 from the displaced position to the equilibrium position may involve an applied force value in a direction from the equilibrium position towards the displaced position. Since the force value may vary, the force value may cause different movement speeds of the joystick 16 from the displaced position to the equilibrium position. The force value may completely counteract the movement of the joystick 16 from the displaced position towards the equilibrium position, thereby locking the joystick 16 in place. The force value may also be sufficiently small such that movement of the joystick 16 is allowed from the displaced position towards the equilibrium position. This may be done at varying magnitudes such that the movement speed of the joystick 16 varies.

The input device 10 comprises processing circuitry 12. Generally, the processing circuitry 12 is configured to obtain a requested input device input in response to a maneuvering of the input device 10. The processing circuitry 12 is further configured to obtain a distance between the marine vessel 100 and a closest obstacle located in a direction indicated by the requested input device input. The processing circuitry 12 is further configured to control saturation of the input device 10 at least based on the distance. This may involve attenuating a responsiveness of the maneuvering of the input device 10 as the marine vessel 100 is approaching the closest obstacle.

The requested input device input corresponds to the action where the joystick 24 has been maneuvered in some direction as described above, or in some other way (e.g. activating an autopilot or assisted docking control function, or the like). This input typically comprises a speed value and a direction value (i.e., a velocity value) for an upcoming navigation of the marine vessel 100.

The distance is then obtained between the marine vessel 100 and a closest obstacle in the direction of the input device input, for example based on sensing data obtained from the distance sensors 50. This may be done in response to at least one target, or a portion of a target, being sensed in the environment 102 at least towards a direction indicated by the direction value.

In addition to the distance, a longitudinal speed of the marine vessel 100 may be obtained. The longitudinal speed may be obtained in at least near real-time, meaning that the longitudinal speed may be continuously (or at least repeatedly) obtained. The longitudinal speed is the speed at which the marine vessel 100 moves forward or backward along its length, as is also known as the speed-through-water. The longitudinal speed may be obtained through any known ways of obtaining a longitudinal speed of a marine vessel, such as inputs from one or more of a speed sensor, an engine revolution sensor, a positioning system, a navigation system, a fleet management system, a light detection system, a radar detection system, a sonar detection system, or a nautical chart, or the like. A longitudinal speed threshold limit may be set, defining a certain longitudinal speed. The longitudinal speed threshold value limit be a fixed value, such as 2, 5, 10, or 20 knots, or any other similar speed limit typically associated with marine vessels. The fixed value may relate to one or more speed constraints for the marine vessel 100. The speed constraints may be vessel limitations or external limitations. Vessel limitations pertain to properties of the marine vessel 100, and may include one or more of a hull design, a maximum power output, a weight, a dimensional property, or the like, of the marine vessel 100. External limitations pertain to properties surrounding the marine vessel 100 which, directly or indirectly, affect the speed of the marine vessel 100, and may include one or more of sea conditions, weather conditions, navigation rules, environmental rules, and the like.

At least based on the determined distance, and optionally also based on the determined speed in the requested direction (i.e., velocity) as discussed above, saturation of the input device 10, and more specifically of the joystick 16, is controlled. This may be done by way of computer control to cause the force feedback unit 14 to apply a force feedback to the joystick 16. This may include attenuating a responsiveness of the maneuvering of the input device 10 as the marine vessel 100 is approaching the closest obstacle. The force feedback may be applied in the form of haptic feedback, which corresponds to physical sensations or forces to a user in response to their interactions with the joystick 16. The force feedback unit 14 is thus adapted to provide force feedback in response to the operator of the marine vessel 100 maneuvering the joystick 16 between various positions, such as one or more displaced positions, mechanical end positions and an equilibrium position.

The processing circuitry 12 is integrated in the input device 10 and configured to control the saturation independently of control circuitry of the marine vessel 100 external to the input device 10. This means that the processing circuitry 12 of the input device 10 controls the saturation rather than circuitry which, in this example, is included in the marine vessel control system 120. The processing circuitry 12, which is a combination of hardware and software, is thus embedded directly within the physical confines of the input device 10. Such an arrangement provides the input device 10 with its own dedicated microcontroller or microprocessor, memory for data storage, and specialized firmware that governs its operational logic, for purposes of controlling saturation.

The primary function of this independent processing circuitry 12 is to manage the saturation of the signals provided by the input device 10 in response to movement of the joystick 16. By controlling the saturation directly within the input device 10, several technical benefits may be envisaged. For example, the locality of the processing circuitry 12 within the input device 10 can provide swifter reaction times to the inputs and the immediate needs of the marine vessel 100 without having to communicate back and forth, possibly several times, with the marine vessel control system 120. This direct connection between action (joystick maneuvering) and reaction (saturation control) may ensure an immediate and precise adjustment to the joystick's 16 responsiveness, which is desired when navigating in e.g. close quarters or performing delicate docking maneuvers. The direct connection may also allow for the customization of control settings and behaviors to suit the preferences of individual users or the specific handling characteristics of the marine vessel 100, enhancing the user experience and vessel performance. Moreover, embedding processing circuitry 12 within the input device 10 serves as a failsafe mechanism. In the event of a problem with the marine vessel control system 120, the input device 10 can continue to operate its saturation control effectively, providing an extra layer of safety and ensuring that the user maintains control over the navigation of the marine vessel 100.

The isolation achieved by the integration is not just physical but also functional. It delineates a clear boundary of responsibilities where the input device 10, equipped with its own processing power, is responsible for providing immediate (or at least near real-time) feedback to the user. This separation simplifies the overall control architecture of the marine vessel 100, making it easier to maintain and troubleshoot. Should an issue arise, it can often be isolated to either the input device 10 or the marine vessel control system 120, streamlining problem resolution.

Furthermore, with its own storage capabilities, the processing circuitry 12 can record data related to usage and saturation events. This data can be used for predictive maintenance, system optimization, and in some instances, can even be used to implement learning algorithms. These algorithms can analyze historical usage patterns to improve the accuracy and efficiency of the response of the input device 10 to similar situations in the future.

To encapsulate the concept succinctly, the marine vessel control system 120, which comprises circuitry external to the input device 10, is responsible for managing a broad range of navigational functions and vessel operations. In contrast, the specialized processing circuitry 12 that is integrated within the input device 10 itself is dedicated to precisely controlling the saturation of the input signals, ensuring immediate and nuanced responses to the operator's maneuvers.

In some examples, the processing circuitry 12 may be configured to retain saturation control settings in a state disconnected from the marine vessel 100. The processing circuitry 12 is thus capable of retaining saturation control settings independently of the control systems of the marine vessel 100. This means that the settings can be preserved and maintained within the input device 10 itself, even when the input device 12 is disconnected from the primary control network of the marine vessel 100 or when it is powered down.

Saturation control settings may define how the input from the joystick 16 is translated into navigational commands. These settings may determine the extent to which input signals are saturated before being implemented. For example, in a high-saturation setting, a significant movement of the joystick 16 might result in a relatively small change in the course or speed of the marine vessel 100, which can be important during precise docking maneuvers or in crowded harbors. Conversely, lower saturation might be preferred in open waters where broader, more responsive maneuvers are needed.

The ability of the processing circuitry 12 to retain these settings independently may offer several advantages. First, it may allow for a seamless user experience. Operators can disconnect the joystick, move it between different stations or even different vessels, and reconnect it without needing to recalibrate or reconfigure the device each time. This plug-and-play functionality may be valuable in scenarios where multiple vessels or control stations are used interchangeably. Furthermore, this feature may facilitate the use of a single input device across a variety of vessel types with differing navigational characteristics. Each type of vessel (be it a large tanker, a nimble fishing boat, or a luxury yacht) has unique handling properties that may require different saturation thresholds to optimize control. The processing circuitry's 12 ability to retain specific saturation settings tailored to each vessel type means that the joystick 16 can be customized once and then used effectively across different platforms without requiring additional adjustments. Operators can thus expect consistent performance and responsiveness from the input device, enhancing safety and efficiency. Additionally, the retention of saturation settings in a disconnected state ensures that critical configuration data is not lost during power interruptions or system resets. This resilience enhances the reliability of the control system, ensuring that vessel operations can resume quickly and smoothly after any disruption.

The input device 10 may further include a housing 13 which houses the processing circuitry 12. The housing 13 encases the processing circuitry 12, and can be designed using e.g. stainless steel or reinforced plastic to withstand harsh maritime environments. The housing 13 may ensure physical protection and functional integration of the processing circuitry 12, setting it apart visually and functionally from e.g. the marine vessel control system 120.

In some examples, the processing circuitry 12 may be configured to automatically detect and adapt to specific control characteristics of the marine vessel 100 in response to a connected therewith being detected. These examples may be realized in addition to the retaining of saturation control settings according to the above-described examples. When the input device 10 is connected to the marine vessel 100, the processing circuitry 12 can initiate a detection sequence to identify the key control parameters and characteristics specific to that type of marine vessel 100. These characteristics might include the type of propulsion system, the responsiveness of the steering mechanisms, dynamic positioning capabilities, specific configurations related to the vessel's navigational systems, or the like. This automatic detection may be triggered by the physical or wireless connection between the input device and the marine vessel's 100 control network, signaling to the processing circuitry 12 that a new operational context has been established. The term “in response to a connection” essentially refers to this trigger event, where the establishment of a connection between the input device 10 and the marine vessel 100 activates the processing circuitry's 12 adaptive functions. Hence, these examples may simplify the operational deployment of input devices across various marine vessels, as well as enhance the reliability and responsiveness of maritime control systems, making them more adaptive and easier to manage without the need for ongoing technical adjustments.

In some examples, the processing circuitry 12 may include a data logging function configured to record saturation events in relation to requested input device inputs. The data logging feature may operate by capturing data whenever the joystick 16 is used to input commands and when these commands lead to saturation events, i.e., instances where the input signal is modified or restricted based on e.g. predefined saturation settings. For example, if an operator attempts to execute a rapid maneuver, and saturation limits mitigates this command to prevent excessive speed or abrupt changes in direction, this event can be logged along with the original command issued by the operator. The recorded data may include the magnitude and nature of each input, the corresponding saturation response invoked by the processing circuitry 12, and the contextual parameters under which these events occurred, such as the speed, heading, and operational mode of the marine vessel 100 at the time. By maintaining a log of these interactions, the processing circuitry 12 can provide valuable insights into the behavior and performance of both the vessel and its operator. The logged data may then be assessed to identify patterns, preferences, or potential issues that may not be apparent during regular operations. Moreover, it may allow technicians to fine-tune the saturation settings and other parameters to better align with operational needs or to address specific challenges observed during the review of logged data. In addition, the recorded data can be used for training purposes, helping new operators understand the impact of saturation on vessel handling and learn how to optimize their input for different maritime scenarios. It may also offer regulatory compliance and documentation, as well as accumulation of data revealing trends or predicting potential failures over time.

In some examples, the processing circuitry 12 may be configured to base the saturation control on one or more saturation profiles stored in a memory 19 of the input device 10. These saturation profiles are pre-configured settings that dictate how the input device 10 should respond under various conditions, and can include the saturation control settings as discussed above. By basing saturation control on these profiles, the input device can automatically adjust its response based on the specific scenario it encounters, and thus may ensure quick adaptations to different navigational needs without necessarily requiring manual recalibration or adjustments by the operator.

The saturation profile may include one or more of a saturation limit, response curve, vessel characteristic, environmental adaptation, operator preference, safety margin, control mode and redundancy setting. The saturation limit may include one or more saturation points or thresholds where the joystick 16 response begins to attenuate as the vessel approaches an obstacle. The response curve may include one or more (optionally customizable) curves that define the relationship between the joystick input and the corresponding output signal to the vessel's propulsion and steering systems as a function of distance to an obstacle. The vessel characteristics may include data pertaining to length, beam, draft, turning radius, information on acceleration, deceleration, and maneuvering capabilities, etc., of different vessels that affect the saturation and/or the type of propulsion (inboard, outboard, starboard, etc.). The environmental adaptation may include one or more settings that adjust the saturation based on environmental conditions such as current, wind, and water conditions that impact vessel handling. The operator preference may include one or more user-defined preferences for the joystick, e.g. sensitivity, skill, responsiveness, that may vary between vessels and operators. The safety margin may include one or more parameters that determine buffer zones or safety distances around the marine vessel 100 within which the saturation will engage to prevent collisions. The control mode may include one or more different modes of operation, e.g. auto docking, cruise control, or the like. The redundancy setting may include one or more configurations for backup control strategies in case of data inconsistencies of various types.

The memory 19 may be configured to store historical data including historical input device usage and saturation events. The historical data may include records of how the input device 10 has been used over time, including details of saturation events where the input device 10 had to limit input based on its saturation profile(s). Storing this historical data may allow for ongoing monitoring and analysis of the performance and the effectiveness of the saturation control of the input device 10 in real-world conditions. This capability can complement the data logging functionality as discussed above.

Based on the historical data, the processing circuitry 12 may be configured to implement a learning algorithm for predicting future input device usage and saturation events. The learning algorithm may analyze past usage patterns and saturation events to predict future needs for saturation control adjustments for the input device 10. By learning from historical operations, the algorithm can anticipate and pre-emptively adjust the settings of the input device 10 to adapt performance for expected conditions, effectively allowing the input device 10 to become smarter and more adaptive over time. This predictive capability can enhances the input device's 10 responsiveness and reliability, ensuring it continuously evolves to meet the dynamic demands of marine navigation.

In some examples, the processing circuitry 12 may be configured to obtain one or more maritime rules and base the saturation control on said rules. The maritime rules serve as guidelines or regulations that govern vessel behavior in e.g. different water zones or conditions. These rules can dictate speed limits, maneuvering restrictions, and other operational guidelines specific to different areas, such as docks, marinas, open water, or environmentally sensitive zones. The maritime rules can be obtained through pre-stored regulations based on international or local maritime laws, updates from a network, manual input, or the like. The processing circuitry 12 uses this information to automatically adjust the saturation control of the input device 10. This means that the joystick's 16 responsiveness to operator inputs is modified based on the rules applicable to the marine vessel's 100 current location or activity. For example, in a dock area where the speed limit might be restricted to 20 knots, the saturation control will automatically limit the maximum thrust that can be applied via the joystick 16, preventing the vessel from exceeding this speed. In another example, some restricted water conditions may require careful navigation, thus increasing the granularity of the saturation control that is available to the operator, allowing for finer adjustments to the marine vessel's 100 path or speed. By basing saturation control on maritime rules, the processing circuitry 12 may ensure compliance with local regulations, and enhance safety by preventing operators from making potentially hazardous maneuvers.

In some examples, the processing circuitry 12 may be configured to adjust the saturation control based on a user-selected operational mode, including at least one of a docking mode, a cruising mode, a fishing mode, and a mode of maneuvering in restricted waters. Hence, similar to the examples above of maritime rules, operational modes can also be taken into account.

In some examples, the input device 10 may comprise a user interface 18. The user interface 18 serves as a medium through which operators can directly interact with the processing circuitry 12 to customize or adjust the saturation settings according to their preferences or operational requirements. This user interface 18 can include one or more of a graphical display, such as an LCD or touchscreen, integrated directly on the joystick or mounted on the dashboard near the operator's station, an audio device such as a speaker that provides auditory cues or confirmation sounds, or receives voice inputs, in response to e.g. saturation settings adjustments.

In some examples, the input device 10 may comprise a position sensor. The position sensor is configured to obtain position data indicating a position of the input device 10 relative to boundaries of the marine vessel 100. The processing circuitry 12 may be configured to adapt one or more saturation control settings based on the position data. Position sensors may include GPS receivers, gyroscopes, accelerometers, or the like. The incorporation of the position sensor may be useful in larger vessels where multiple input devices might be stationed at various strategic points, such as the stern, bow, starboard, or port sides. For instance, an input device situated on the stern might require different saturation settings compared to one on the starboard side, especially when executing maneuvers like docking or reversing. The stern-side device might be configured with higher sensitivity for precise low-speed maneuvering while the starboard-side device could be optimized for broader navigational adjustments.

This positional awareness can also be useful in the dual-setup discussed above. For example, in a training scenario, knowing the position of each input device can allow the master system to dynamically assign control levels based on the proximity of each device to critical operation zones. A novice operating a slave input device at the bow can be granted more control when the vessel is in open water but restricted more tightly in crowded or confined spaces, all automatically adjusted based on the input device's location as determined by the position sensor. Furthermore, position sensors can enhance safety by preventing potential conflicts in command inputs from different locations on the vessel. For instance, if two input devices on opposite sides of the vessel inadvertently issue conflicting commands, the system can prioritize commands based on the specific operational context, such as the vessel's current navigational status and the relative positioning of the input devices. Additionally, in emergency situations, the position of the input device 10 relative to the vessel's 100 boundaries can be important. For example, in the event of an evacuation or when performing critical maneuvers to avoid hazards, the processing circuitry 12 can determine which input device is in the optimal position to take control, potentially overriding other inputs in favor of those from a more strategically positioned device.

In some examples, the input device 10 is arrangeable in the marine vessel 100 in conjunction with one or more second input devices, each having respective integrated processing circuitry. The input device 10 and the one or more second input devices may be configured for collaborative control of the marine vessel 100. This setup may be useful in scenarios requiring collaborative control of the marine vessel, where multiple input devices can work together to enhance navigational precision, safety, and learning opportunities. The primary input device 10 and the one or more second input devices may involve different or the same saturation control settings. Collaborative control can become useful in complex navigational environments or during training sessions. For instance, in a training scenario, the primary input device 10 can be designated as the master controller, handled by an experienced operator or instructor. This master controller 10 retains full control over critical navigational decisions and maneuvers. Concurrently, a secondary device can be set as a slave controller, used by a novice operator or even a child. The slave device allows for participatory engagement with real-time vessel operations but with limited or no actual influence on the vessel's 100 movement, depending on the settings configured by the instructor via the primary input device 10. This method can provide a safe, controlled environment for training and learning, where inexperienced operators can practice without the risk of making consequential errors.

Moreover, collaborative control can be useful during high-stakes or complex maneuvers, such as docking in crowded ports, navigating through narrow channels, or operating in adverse weather conditions. Here, multiple operators can share the control load, with each input device handling different aspects of the vessel's 100 operations, such as propulsion, steering, and auxiliary systems, under a unified strategy that ensures all actions are well-coordinated and timely. Additionally, such a dual-setup can be configured to allow different levels of control authority. In recreational or family settings, for example, children or guests can be given a secondary input device that lets them feel involved in piloting the vessel but with heavily limited control capabilities, ensuring they can interact safely under the supervision of an experienced navigator. This setup not only enhances the enjoyment of the maritime experience but can also introduce boating and navigation skills to newcomers in a controlled and incremental manner.

The primary input device 10 and the one or more second input devices may be capable of communicating wirelessly (or in some cases also wiredly), allowing them to exchange data and synchronization signals. This wireless communication can ensure that all participating devices are continually updated with the latest operational parameters, including shared saturation control settings.

In some examples, the processing circuitry 12 is configured to cause emission of a visual or auditory alert when a saturation level reaches a limit value requiring operator attention. This feature can employ integrated alert mechanisms possibly including LEDs or audio speakers to notify the operator when critical adjustments are needed, enhancing responsiveness to system limits.

In some examples, the processing circuitry 12 is further configured to enable obtaining and updating of firmware modifying the integrated processing circuitry 12 based on marine vessel updates. This may allow the input device 10 to receive and integrate enhancements or corrections to its software directly from updates issued for the marine vessel's overall systems, ensuring that the input device remains compatible and up-to-date with the latest technological standards and functionalities.

In some examples, the processing circuitry 12 is configured to calibrate the input device 10 based on performance metrics obtained from the propulsion system 110. This calibration process might involve adjusting the input device's 10 sensitivity or responsiveness based on real-time data such as engine output or fuel efficiency, ensuring that the input device's 10 operation is finely tuned to the marine vessel's 100 current operating condition.

In some examples, the processing circuitry 12 is configured to implement a gradual saturation ramp-up or ramp-down to smooth the transition between different levels of control authority. The ramp-up or ramp-down may be linear function, for example based on the position of the joystick 16, an exponential function, sigmoidal function, step-wise increments, or the like. This may smooth transitions in input responsiveness and prevent abrupt changes in control authority, thus providing a more intuitive and manageable response as the operator adjusts the input device 10 through different levels of control.

In some examples, the processing circuitry 12 is configured to control the saturation based on a load and/or balance of the marine vessel 100. By accounting for the vessel's 100 weight distribution and stability factors, the saturation control settings can be improved to maintain safe and efficient control under varying load conditions.

In some examples, the input device 10 is detachably arranged in the marine vessel 100. This design may allow for flexible deployment and easy removal for maintenance or security purposes, offering a practical solution for managing control devices across different settings or vessels.

In some examples, the processing circuitry 12 may be configured to obtain a speed of the closest obstacle, and control the saturation based on the obtained speed. This dynamic adjustment can help in moderating the vessel's 100 speed in real-time relative to moving obstacles, aiding in collision avoidance and smoother navigation.

In some examples, the processing circuitry 12 may be configured to obtain a distance between the marine vessel 100 and one or more second closest obstacles located in a directed indicated by the requested input device input. The saturation may be controlled based on these additional distances in conjunction with the distance to the closest object. Hence, the saturation control settings can be adjusted based on a comprehensive view of all nearby objects, optimizing the input device's 10 response to clustered or multiple navigation hazards.

In some examples, the processing circuitry 12 may be configured to obtain image data of the closest object (and optionally for the one or more second closest obstacles), and control the saturation based on an identified type of object based on the obtained image data. By analyzing images to determine the type of an obstacle (e.g., whether it's a buoy, another vessel, or a dock, etc.), the processing circuitry 12 can tailor the saturation response to the specific nature of the obstacle, enhancing situational appropriateness of the input device's 10 response.

Although not explicitly shown, the processing circuitry 12 can be powered by an independent power source, such as a battery (optionally rechargeable), comprised in the input device 10. This may be particularly useful in context of the present disclosure since the input device 12 is portable.

Although not explicitly shown in FIG. 1, the skilled person will appreciate that the marine vessel 100 may include additional (sub) systems typically found in marine vessels, such as electrical systems, navigational systems, ballast systems, steering systems, HVAC systems, infotainment systems, hydraulic systems, safety systems, communication systems, auxiliary sensory systems, and so forth.

Although not explicitly shown, it shall be assumed that the various lines in FIG. 1 refers to various interfaces or peripherals in which the components communicate with one another. For these purposes, any wired or wireless communication standards known in the art may be employed. Wireless communication standards may include IEEE 802.11, IEEE 802.15, ZigBee, WirelessHART, WiFi, Bluetooth®, BLE, RFID, WLAN, MQTT IOT, CoAP, DDS, NFC, AMQP, LoRaWAN, Z-Wave, Sigfox, Thread, EnOcean, mesh communication, or any other form of proximity-based device-to-device radio communication signal such as LTE Direct. Wired communication standards may include Controller Area Network (CAN), Ethernet, Hybrid Communication Unit (HCU), Gigabit Multimedia Serial Link (GMSL), Local Interconnect Network (LIN), FlexRay, Media Oriented Systems Transport (MOST), Universal Serial Bus (USB). The choice of communication standard may depend on data transfer requirements, real-time capabilities, and specific needs of the various components. It shall be appreciated that the scope of the present disclosure is by no means limited to a particular communication standard.

With further reference to FIG. 2, an exemplary distance-based control of force application is schematically visualized. The events indicated in italics refer to actions carried out by the marine vessel control unit 30, which will now be further described according to further examples of the present disclosure.

The first step is to obtain a requested input device input. The requested movement may indicate a speed value and a direction value for an upcoming navigation of the marine vessel 100. It shall therefore be understood that a requested movement is not the same as an actual movement. This event occurs before controllers of the marine vessel 100 have made any action as regard if and how propulsion and/or steering shall be actuated. The requested movement is typically obtained in response to an operator of the joystick 16 applying a force to the joystick 16, for example from its equilibrium position towards a displaced position. However, it can also occur automatically, for example in autopilot mode, in automatic docking mode, or in other driving modes of the marine vessel 100 conceivable by the skilled person where the joystick 16 can be automatically controlled. The requested movement may vary depending on a type of operation, such as requests pertaining to acceleration, deceleration, steering, rotation, position holding, station keeping, thruster control, automatic docking, autopilot, course corrections, heading control, speed control, anchoring, mooring, emergency maneuvers, or the like.

The magnitude of the force applied to the joystick 16 will indicate the speed value. The force applied to the joystick 16 may thus be translated to the speed value, for example based on data obtained by the positional sensor of the joystick 16 as described above. Purely by way of example, a maximally maneuvered joystick 16 (as defined by physical limitations) may indicate a maximum speed value of 10000, no maneuvering of the joystick 16 at all may indicate a speed value of 0, and any force application therebetween may correspond to speed values between 0 and 10000. Thus, a force application of 2/10 of a maximum possible force application may correspond to a speed value of 2000, while a force application of 5/10 of a maximum possible force application may correspond to a speed value of 5000, and so forth.

The way the joystick 16 is maneuvered will indicate the direction value. The directional input applied to the joystick 24 may thus be translated to the direction value. Purely by way of example, a joystick 16 maneuvered from a left position to a right position (rolling movement) may indicate a direction value of 90° originating from a current forward-facing direction of the marine vessel 100. In another example, a joystick 16 maneuvered by rotation ¼ to the left originating from an equilibrium position (yawing movement) may indicate a direction value of a 90° counter-clockwise rotation of the marine vessel 100 from a current forward-facing direction of the marine vessel 100. In addition to the above, the direction value may indicate directions in more than one dimension. Therefore, it should be understood that the direction value may indicate one or more of a requested pitching rotation, yawing rotation, or rolling rotation of the marine vessel 100. The skilled person will appreciate that any reasonable requested movements provided by the joystick 16, including both speed values and/or direction values, may be envisaged in a similar way, none of which are to be understood as limiting to the scope of the present disclosure.

The second step is to obtain a distance between the marine vessel 100 and a closest obstacle 20. This may be done according to what has been discussed herein. A target is sensed in the environment 102, in this case a body of water, at least towards a direction indicated by the direction value. The target thus becomes the closest obstacle 20 due to no other obstacles being sensed closer than said closest obstacle 20. For illustrative purposes the marine vessel 100 is not explicitly shown in the visualization of FIG. 2, although it is assumed that the marine vessel 100 is within sufficient distance from the closest obstacle 20 to cause the one or more proximity signals to be generated such that the distance can be calculated. Since the requested movement includes the direction value, this step thus has a prerequisite that a requested movement has been obtained from the joystick 16. This is due to the fact that the processing circuitry 12 integrated within the input device 10 will, at a later stage, seek to determine whether there is, for example, a risk of colliding with the closest obstacle 20 in the requested direction, and accordingly perform distance-based saturation control. However, in some cases other directions not immediately requested by the requested movement may become relevant as well for purposes of upcoming navigations. This may be the case in an example where the operator requests a clockwise rotation of the marine vessel 100, which involves both a consideration of a back-left side of the marine vessel 100 and a front-right side of the marine vessel 100 due to the rotational nature of the movement. Hence, target sensing is considered at least towards the direction indicated by the direction value, but in some cases as apparent given the above discussion also additional directions not directly indicated by the direction value, but indirectly so.

The distance may be interpreted as a safety distance to avoid a hazard, in this case the closest obstacle 20. In some examples, the distance may be calculated from a position of a distance sensor 50 from which the proximity signals were obtained. In some examples, the distance may be calculated from a weighted origin position, for instance a center point of the marine vessel 100. The distance may be calculated using a distance function, such as by calculating the Euclidean distance d from an origin point (the position x1, y1 of the marine vessel 100) to a target point (the position x2, y2 of the closest obstacle 20) in 2D space, i.e., d=√{square root over ((x2−x1)²+(y2−y1)²)}. Sometimes distance calculations in 3D space may be realized, for example when determining a distance to an underwater object or an airborne object. The distance may in some examples be calculated by the distance sensor 50, for example upon said distance sensor 50 being a lidar device. The lidar device may in these examples perform time-of-flight calculations based on a time it takes from a light emission until the light reflected back from the closest obstacle 20 reaches a sensor of the lidar device. Therefore, in these examples the distance may be determined by way of obtaining the already calculated distance from the distance sensor 50. The distance sensor 50 is thus a “smart” sensor in the sense that it may involve other functionality than sensing the closest obstacle 20. For a “dumb” distance sensor 50, the closest obstacle 20 may be sensed, signals sent to the processing circuitry 12 of the marine vessel control system 120, and distance calculations be performed therein for purposes of determining the distance. Other variations may be realized, and the distance is not limited to one particular type of calculation method.

The distance may be obtained by the processing circuitry 12 directly from the distance sensor 50, or via the marine vessel control system 120. So it is either one of the processing circuitry 12 or the marine vessel control system 120 that can determine the distance, although it is obtained by the processing circuitry 12.

In examples where the proximity signals indicate that there are a plurality of obstacles present in the environment 102 towards at least a direction indicated by the direction value, a distance between the marine vessel 100 and each one of the plurality of obstacles can be calculated. To this end, a plurality of distances are respectively determined, and can be considered individually or in combination for further control of the force feedback unit 14.

The fourth step is to, by the processing circuitry 12 of the input device 10, control saturation by controlling the force feedback unit 14 to apply a force feedback to the joystick 16 based on the determined distance. In FIG. 2 this step is shown as two separate events. The first event involves submitting, by the processing circuitry 12 of the input device 10, one or more instructions to the force feedback unit 14 based on the distance. This shall be understood as one or more control signals. The second event involves, by the force feedback unit 14, responding to the control signal and carry out the force feedback application to the joystick 16. The force feedback is illustrated in FIG. 2 as physical sensations from the base of the joystick 16, up through the handle thereof and into the hand of the operator. Together, these two events form an actuation of the force feedback unit 14 by control of the processing circuitry 12 of the input device 10. Accordingly, the operator is intuitively notified of the presence of the closest obstacle 20 within an unsafe distance from the marine vessel 100 through the physical sensations, and will experience a higher (or lower for safer distances) resistance when trying to operate the joystick 24.

In some examples, the saturation control based on the determined distance may involve a three-step procedure. The three-step procedure involves a first step of calculating a maximum allowed speed for the marine vessel 100 based on the determined distance. The maximum allowed speed corresponds to an allowed propulsion of an upcoming navigation for the marine vessel 100 without e.g. risking a collision or some other hazardous event. The maximum allowed speed may be based on one or more operating conditions of the marine vessel 100. The operating conditions may be a propulsion property (e.g. maximum possible energy throughput), a braking property (e.g. maximum possible braking power), a size or weight of the marine vessel 100, a driving mode of the marine vessel 100 (e.g. whether the marine vessel 100 is operating in an auto docking mode or in an adaptive cruise mode), or the like. The maximum allowed speed may additionally or alternatively be based on ambient conditions of the environment 102. The ambient conditions may relate to prevailing weather conditions (e.g. if wind strengths, wave heights, temperatures, precipitation, etc., exceed or fall short of respective predetermined safety threshold values), speed zones (e.g. in quay area, berthing facility, neritic zone, oceanic zone), or the like. The speed zones may be determined by a navigational chart or obtained from a database storing information pertaining to maximum allowed speeds in various geographical areas.

A second step of the three-step procedure referred to above involves translating the maximum allowed speed into a maximum allowed joystick movement. Since the processing circuitry 12 is aware of the maximum allowed speed of the marine vessel 100, it is also known how to translate this into a joystick movement that does not surpass said maximum allowed speed. This is referred to as the maximum allowed joystick movement. Based on the maximum allowed joystick movement, the third step of the three-step procedure involves limiting the requested movement of the joystick 16 based on the maximum allowed joystick movement. In some examples, the limitation of the requested movement of the joystick 16 may be carried out by controlling the force feedback unit 14 to apply a force feedback that counteracts a force of the requested movement. To this end, the applied force feedback is greater than the force applied to the joystick 16 that caused initiation of the requested movement.

The above three-step procedure will now be explained according to one possible example. It shall be noted that this example is just for explanatory purposes and shall by no means be construed as limiting to the scope of the present disclosure. Many other similar examples may appear, with other target(s), distance(s), speed(s), etc., that in some way affect the way the saturation control is carried out. In this example it has been determined that the marine vessel 100 is within 100 meters of the closest obstacle 20. The closest obstacle 20 is another moving vessel that is on its way to pass the marine vessel 100 from a front-right towards a front-left position in relation to the marine vessel 100. In order to allow for the moving vessel to pass without a collision occurring in an upcoming navigation, it has been determined that the marine vessel 100 should not exceed a speed of 5 m/s in the forward direction as indicated by the direction value. To this end, if the marine vessel 100 continues with a maximum allowable speed of 5 m/s, it will take approximately 20 seconds for the marine vessel 100 to reach the location of the moving vessel (5 m/s*20 s=100 m), which will by then have moved away from said location to the front-left position. The processing circuitry 12 will know what output value of the joystick 16 can cause a speed of the marine vessel 100 to exceed 5 m/s, and any movement request of the joystick 16 identified which exceeds this output value will thus be limited based on the maximum allowed joystick value. It shall be understood that the control is not necessarily carried out according to this approach, since the force feedback is not necessarily applied in a uniform manner, as will be apparent given some of the examples below.

In some examples, the processing circuitry 12 is configured to cause saturation control by gradually causing an increase in the applied force to the joystick 16 the smaller the distance between the marine vessel 100 and the closest obstacle 20 is. The gradual increase may in some examples be associated with a varying value, thus being an accelerated gradual increase. The same could be realized for the opposite situation. The opposite situation would be that the applied force feedback is higher the longer the distance between the marine vessel 100 and the closest obstacle 20 is. Thus, higher/lower force feedback is applied to the joystick 16 the more/less imminent the dangerous situation is, due to a closer/longer distance to the closest obstacle 20. In the example above this would mean that, for instance, for the first 50 m the marine vessel 100 may be allowed to surpass a speed of 5 m/s, but in that case the last 50 m would require a greater limitation to the movement of the joystick 16 such that the marine vessel 100 would be below 5 m/s. This may be controlled based on the prevailing situation and may be changed during navigation. For example the distance sensor 50 may indicate through additional proximity signals that the moving vessel moves quicker than anticipated, e.g. due to an acceleration, which can thus lead to a lower force feedback application.

In some examples, the processing circuitry 12 may be configured to control the force feedback unit 14 to gradually increase the applied force the higher the speed value is. The gradual increase may in some examples be associated with a varying value, thus being an accelerated gradual increase. The same could be realized for the opposite situation. The opposite situation would be that the applied force feedback is lower the lower the speed value is. Thus, higher/lower force feedback is applied to the joystick 16 the higher/lower the speed value is.

In some examples, the processing circuitry 12 may be configured to control the force feedback unit 14 based on navigable water conditions where the marine vessel 100 is traveling. Navigable water conditions may be any condition of the water that can affect the way the joystick 16 is operated. For example, a wind speed, wave height and/or strength of currents of the water may affect how much force that needs to be applied to the input device 10 in order to control its behaviour. Other conditions may include weather conditions, such as a water temperature and a presence of ice. The processing circuitry 12 may be configured to set predefined threshold values associated with one or more of the navigable water conditions. The predefined threshold values may define limits for how the joystick 16 shall be operable based on the prevailing conditions. The processing circuitry 12 may be configured to obtain current navigable water conditions and compare these against the respective predefined threshold values, and carry out saturation control accordingly. In some examples, certain requested movements of the joystick 16 may be ignored in response to the navigable water conditions being above respective predefined threshold values. Ignoring certain requests may be useful in situations where said requests are triggered inadvertently. Such inadvertent request triggering may be a consequence of a navigable water condition affecting the maneuverability of the joystick 16, for instance causing violent shaking on the marine vessel 100 such that the operator loses the grip on the joystick 16, or triggers an unexpected force application thereto. In some examples, movement requests may be responded to by relevant control of the force feedback unit 14 in response to the navigable water conditions being below or equal to respective predefined threshold values. This may correspond to a normal behaviour where no excessive navigable water conditions are envisaged.

In some examples, the applied force feedback may be overridable by an applied external force to the joystick 16 which exceeds a value of the force feedback. This may be useful in certain scenarios where the operator of the joystick 16 wants to overtake control of the joystick 16. Such scenarios may involve in case of erroneous sensor readings (e.g. a false detection of a target that does not exist causing an unnecessary force feedback application), advanced driving situations where the operator cannot rely on the sensor readings, or the like. The override may be implemented by the processing circuitry 12 which overrides the saturation control in response to detecting a user override command. This may be an excessive force application, a separate button press (for example on the input device 10), or the like.

In some examples, the processing circuitry 12 may be configured to cause control of the force feedback unit 14 based on a classification of the closest obstacle 20. As discussed above, obstacles are not limited to a particular type, so the processing circuitry 12 may in these examples obtain one or more classifications thereof, for example by processing proximity signals. Determining a classification of an obstacle may be performed in examples where the distance sensor 50 is capable of capturing images of obstacles, for instance when they are embodied as cameras. The proximity signals may thus include, or be accompanied with, one or more images. The classification determination may be done by applying an image processing algorithm to these images. The image processing may be carried out by the processing circuitry 12, by the marine vessel control system 120 and/or by the distance sensor 50 (for instance in examples where the distance sensor 50 is a smart sensor having computing capabilities). In any event, the classifications are obtained by the processing circuitry 12 for subsequent saturation control based thereon. Image processing algorithms known in the art for these purpose may involve convolutional neural networks (CNN), support vector machines (SVM), k-nearest neighbors (KNN), decision trees, random forests, feature extraction techniques, image segmentation, transfer learning, or the like.

The classification may comprise one or more of a mobility attribute, a size attribute, a mass attribute, a living attribute or a material composition attribute. Based on what type of classification is set, the force feedback application may be controlled accordingly. For instance, it may be necessary to employ additional safety restrictions when an obstacle has been classified as a moving object, as opposed to a stationary object, by the mobility attribute, since it may involve an increased safety risk. In another example smaller objects, as opposed to larger objects, as indicated by the size attribute may not require as high force feedback since these can potentially be ignored (e.g. if it is a small fish). A mass attribute may be viewed in a similar way. In yet another example, a living object (such as a floating human), may require immediate action and higher force feedback application compared to a non-living object (such as a buoy). In a further example, certain material compositions (e.g. flammable objects) are typically associated with higher risks, so the control may be based accordingly.

In examples where objects are associated with a plurality of classifications, a weighted value of said plurality of classifications may be calculated, and control may be carried out accordingly. To this end, additional safety measures may be provided. For example, it may be even more dangerous if a human person is identified (by the living attribute), which is also swimming towards the marine vessel 100 (by the mobility attribute).

FIG. 3 is a flowchart of a computer-implemented method 200. The method 200 is for navigational control of a marine vessel, wherein the steps of the method 200 are performed by processing circuitry 12 integrated in the input device 10 and configured to control saturation independently of control circuitry of the marine vessel 100 external to the input device 10. The method 200 comprises obtaining 210 a requested input device input in response to a maneuvering of the input device 10. The method 200 comprises obtaining 220 a distance between the marine vessel 100 and a closest obstacle located in a direction indicated by the requested input device input. The method 200 comprises controlling 230 saturation of the input device 10 based on the distance.

FIG. 4 is a schematic diagram of a computer system 400 for implementing examples disclosed herein. The computer system 400 is adapted to execute instructions from a computer-readable medium to perform these and/or any of the functions or processing described herein. The computer system 400 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. While only a single device is illustrated, the computer system 400 may include any collection of devices that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. Accordingly, any reference in the disclosure and/or claims to a computer system, computing system, computer device, computing device, control system, control unit, electronic control unit (ECU), processor device, processing circuitry, etc., includes reference to one or more such devices to individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. For example, control system may include a single control unit or a plurality of control units connected or otherwise communicatively coupled to each other, such that any performed function may be distributed between the control units as desired. Further, such devices may communicate with each other or other devices by various system architectures, such as directly or via a Controller Area Network (CAN) bus, etc.

The computer system 400 may comprise at least one computing device or electronic device capable of including firmware, hardware, and/or executing software instructions to implement the functionality described herein. The computer system 400 may include processing circuitry 402 (e.g., processing circuitry including one or more processor devices or control units), a memory 404, and a system bus 406. The computer system 400 may include at least one computing device having the processing circuitry 402. The system bus 406 provides an interface for system components including, but not limited to, the memory 404 and the processing circuitry 402. The processing circuitry 402 may include any number of hardware components for conducting data or signal processing or for executing computer code stored in memory 404. The processing circuitry 402 may, for example, include a general-purpose processor, an application specific processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a circuit containing processing components, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The processing circuitry 402 may further include computer executable code that controls operation of the programmable device.

The computer system 400 may be seen as the input device 10 as discussed herein, and the processing circuitry 402 may correspond to the processing circuitry 12 as discussed herein.

The system bus 406 may be any of several types of bus structures that may further interconnect to a memory bus (with or without a memory controller), a peripheral bus, and/or a local bus using any of a variety of bus architectures. The memory 404 may be one or more devices for storing data and/or computer code for completing or facilitating methods described herein. The memory 404 may include database components, object code components, script components, or other types of information structure for supporting the various activities herein. Any distributed or local memory device may be utilized with the systems and methods of this description. The memory 404 may be communicably connected to the processing circuitry 402 (e.g., via a circuit or any other wired, wireless, or network connection) and may include computer code for executing one or more processes described herein. The memory 404 may include non-volatile memory 408 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.), and volatile memory 410 (e.g., random-access memory (RAM)), or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a computer or other machine with processing circuitry 402. A basic input/output system (BIOS) 412 may be stored in the non-volatile memory 408 and can include the basic routines that help to transfer information between elements within the computer system 400.

The computer system 400 may further include or be coupled to a non-transitory computer-readable storage medium such as the storage device 414, which may comprise, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), HDD (e.g., EIDE or SATA) for storage, flash memory, or the like. The storage device 414 and other drives associated with computer-readable media and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, and the like.

Computer-code which is hard or soft coded may be provided in the form of one or more modules. The module(s) can be implemented as software and/or hard-coded in circuitry to implement the functionality described herein in whole or in part. The modules may be stored in the storage device 414 and/or in the volatile memory 410, which may include an operating system 416 and/or one or more program modules 418. All or a portion of the examples disclosed herein may be implemented as a computer program 420 stored on a transitory or non-transitory computer-usable or computer-readable storage medium (e.g., single medium or multiple media), such as the storage device 414, which includes complex programming instructions (e.g., complex computer-readable program code) to cause the processing circuitry 402 to carry out actions described herein. Thus, the computer-readable program code of the computer program 420 can comprise software instructions for implementing the functionality of the examples described herein when executed by the processing circuitry 402. In some examples, the storage device 414 may be a computer program product (e.g., readable storage medium) storing the computer program 420 thereon, where at least a portion of a computer program 420 may be loadable (e.g., into a processor) for implementing the functionality of the examples described herein when executed by the processing circuitry 402. The processing circuitry 402 may serve as a controller or control system for the computer system 400 that is to implement the functionality described herein.

The computer system 400 may include an input device interface 422 configured to receive input and selections to be communicated to the computer system 400 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processing circuitry 402 through the input device interface 422 coupled to the system bus 406 but can be connected through other interfaces, such as a parallel port, an Institute of Electrical and Electronic Engineers (IEEE) 1394 serial port, a Universal Serial Bus (USB) port, an IR interface, and the like. The computer system 400 may include an output device interface 424 configured to forward output, such as to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 400 may include a communications interface 426 suitable for communicating with a network as appropriate or desired.

In some examples, the processing circuitry 402 may correspond to the processing circuitry 12 as discussed herein. In these examples, a computer system including related components (such as the memory 404) and functionality as discussed herein is formed within the input device 20. This computer system is therefore distinct from the marine vessel control system 120, or other circuitry physically located external to the input device 10 not specifically relating to saturation control.

The operational actions described in any of the exemplary aspects herein are described to provide examples and discussion. The actions may be performed by hardware components, may be embodied in machine-executable instructions to cause a processor to perform the actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of the actions may differ. In addition, two or more actions may be performed concurrently or with partial concurrence.

Example 1: An input device for navigational control of a marine vessel, the input device comprising processing circuitry configured to: obtain a requested input device input in response to a maneuvering of the input device; obtain a distance between the marine vessel and a closest obstacle located in a direction indicated by the requested input device input; and control saturation of the input device based on the distance, wherein the processing circuitry is integrated in the input device and configured to control the saturation independently of control circuitry of the marine vessel external to the input device.

Example 2: The input device wherein the processing circuitry is configured to retain saturation control settings in a state disconnected from the marine vessel.

Example 3: The input device of any preceding example, wherein the processing circuitry is configured to automatically detect and adapt to specific control characteristics of the marine vessel in response to a connection therewith being detected.

Example 4: The input device of any preceding example, wherein the processing circuitry includes a data logging function configured to record saturation events in relation to requested input device inputs.

Example 5: The input device of any preceding example, wherein the processing circuitry is enclosed in a housing arranged in the input device.

Example 6: The input device of any preceding example, wherein the processing circuitry is configured to further base the saturation control on one or more saturation profiles stored in a memory unit of the input device.

Example 7: The input device of Example 6, wherein a saturation profile comprises one or more of a saturation limit, response curve, vessel characteristic, environmental adaptation, operator preference, safety margin, control mode, and redundancy setting.

Example 8: The input device of Examples 6 or 7, wherein the processing circuitry is configured to store historical data in the memory unit including historical input device usage and saturation events.

Example 9: The input device of Example 8, wherein the processing circuitry is configured to implement a learning algorithm based on the historical data for predicting future input device usage and saturation events.

Example 10: The input device of any preceding example, wherein the processing circuitry is configured to receive distance measurement data from one or more distance sensors arranged on the marine vessel, and calculate the distance based on said distance measurement data.

Example 11: The input device of any preceding example, wherein the processing circuitry is configured to control saturation of the input device by attenuating a responsiveness of the maneuvering of the input device as the marine vessel is approaching the closest obstacle.

Example 12: The input device of Example 11, wherein the processing circuitry is configured to attenuate the responsiveness by controlling a force feedback unit arranged in the input device to apply a force feedback to the input device.

Example 13: The input device of any preceding example, wherein the processing circuitry is configured to override the saturation control in response to detecting a user override command.

Example 14: The input device of any preceding example, wherein the processing circuitry is configured to obtain one or more maritime rules and base the saturation control on the one or more maritime rules.

Example 15: The input device of any preceding example, wherein the input device comprises a user interface, wherein the processing circuitry is configured to receive one or more user saturation settings through the user interface.

Example 16: The input device of Example 15, wherein the user interface is a wireless communication interface.

Example 17: The input device of any preceding example, wherein the processing circuitry is configured to dynamically adjust the saturation in at least near real-time as the marine vessel is maneuvered based on requested input device inputs obtained by the processing circuitry.

Example 18: The input device of any preceding example, wherein the processing circuitry is powered by an independent power source comprised in the input device.

Example 19: The input device of any preceding example, wherein the input device is arrangeable in the marine vessel in conjunction with one or more second input devices involving respective integrated processing circuitry, the input device together with the one or more second input devices being configured for collaborative control of the marine vessel.

Example 20: The input device of Example 19, wherein the one or more second input devices are associated with different saturation control settings than the input device.

Example 21: The input device of any preceding example, wherein the input device comprises a position sensor configured to obtain position data of a position of the input device relative to boundaries of the marine vessel, wherein the processing circuitry is configured to adapt one or more saturation control settings based on the position data.

Example 22: The input device of any preceding example, wherein the processing circuitry is configured to adjust the saturation control based on a user-selected operational mode, including at least one of a docking mode, a cruising mode, and maneuvering in restricted waters.

Example 23: The input device of any preceding example, wherein the processing circuitry is configured to cause emission of a visual or auditory alert when a saturation level reaches a limit value requiring operator attention.

Example 24: The input device of any preceding example, wherein the processing circuitry is further configured to enable obtaining and updating of firmware modifying the integrated processing circuitry based on marine vessel updates.

Example 25: The input device of any preceding example, wherein the processing circuitry is configured to calibrate the input device based on performance metrics obtained from a propulsion system of the marine vessel.

Example 26: The input device of any preceding example, wherein the processing circuitry is configured to implement a gradual saturation ramp-up or ramp-down to smooth the transition between different levels of control authority.

Example 27: The input device of any preceding example, wherein the processing circuitry is configured to control the saturation based on a load and/or balance of the marine vessel.

Example 28: The input device of any preceding example, being detachably arranged in the marine vessel.

Example 29: The input device of any preceding example, being movable in three degrees of freedom, wherein the processing circuitry is configured to control saturation in either one of said three degrees of freedom.

Example 30: The input device of any preceding example, wherein the processing circuitry is further configured to obtain a speed of the closest obstacle and control the saturation based on the speed of the closest obstacle.

Example 31: The input device of any preceding example, wherein the processing circuitry is further configured to obtain a distance between the marine vessel and one or more second closest obstacles located in a direction indicated by the requested input device input, and control the saturation based on the distance(s) of the one or more second closest obstacles in conjunction with the distance of the closest object.

Example 32: The input device of any preceding example, wherein the processing circuitry is further configured to obtain image data of the closest object, and control the saturation based on an identified type of the closest object based on the obtained image data.

Example 33: The input device of any preceding example, wherein the processing circuitry is further configured to obtain a velocity of the marine vessel in the direction towards the closest object and control the saturation based on said obtained speed of the marine vessel.

Example 34: A marine vessel comprising the input device according to any of Examples 1-29.

Example 35: A computer-implemented method for navigational control of a marine vessel, wherein the steps of the method are performed by processing circuitry integrated in the input device and configured to control saturation independently of control circuitry of the marine vessel external to the input device, wherein the method comprises: obtaining a requested input device input in response to a maneuvering of the input device; obtaining a distance between the marine vessel and a closest obstacle located in a direction indicated by the requested input device input; and controlling saturation of the input device based on the distance.

Example 36: A computer program product comprising program code for performing, when executed by processing circuitry, the method of Example 35.

Example 37: A non-transitory computer-readable storage medium comprising instructions, which when executed by processing circuitry, cause the processing circuitry to perform the method of Example 35.

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.