ORIENTATION FAULT DETECTION SYSTEM

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims benefit of the filing date of U.S. Provisional Ser. No. 63/739,146 (filed Dec. 27, 2024, and entitled “ORIENTATION FAULT DETECTION SYSTEM”), the entirety of which is hereby incorporated by reference.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a stability control system for providing optimum performance and control of dynamic active motions of a marine vessel, watercraft or boat (collectively, a marine vessel for brevity). More particularly, the present disclosure is directed to an improved dynamic active control system (DACS) configured with an orientation fault detection system configured to detect improper installation of the dynamic active control system (DACS) controller by receiving data output from a plurality of sensors to if the sensors are properly aligned with the marine vessel axes.

BACKGROUND

The following terms and related definitions are used in the marine stabilization industry. “Trim Control” means the control of the average angle about the lateral or pitch axis of a marine vessel, averaged over one second or more. “List Control” or “Roll Control” means the control of the average angle about the longitudinal or roll axis of a marine vessel, averaged over one second or more. “Yaw Control” means the control of the average angle about the yaw axis of a marine vessel, averaged over one second or more. A “Water Engagement Device” or “WED” means a mechanical or electromechanical device configured to generates a variable amount of lift in a marine vessel by selective engagement by an integral or connected actuator of a water engagement element of the device with or into the water flow under or adjacent to a transom surface of the marine vessel when the marine vessel is underway in a certain (or forward) direction or by changing the angle of attack of the device relative to the water flow during operation of a marine vessel in a forward direction. A WED “delta position” is defined as the difference between two respective WED deployments (e.g., port and starboard WED deployments). “Deployment” means selective engagement of the WED with or into the water flow or a change in the WED angle of attack. A “Roll Moment” in a marine vessel is the result of a force applied to the vessel that causes the vessel to rotate about its longitudinal or roll axis. A “Pitch Moment” in a marine vessel is the result of a force applied to the vessel that causes the vessel to rotate about its lateral or pitch axis. A “Yaw Moment” in a marine vessel is the result of a force applied to the vessel that causes the vessel to rotate about its vertical or yaw axis. For instance, (1) a “Roll Moment” can be generated if the port and starboard WEDs are deployed asymmetrically in a marine vessel, which may cause the vessel to roll; (2) a “Yaw Moment” can be generated when port and starboard WEDs are deployed asymmetrically, which may cause a heading change; and (3) a “Pitch Moment” can be generated if the port and starboard WEDs are deployed symmetrically or if a single WED is deployed about the center of the marine vessel, which may cause the vessel to pitch.

Marine stabilization technologies are key to experiencing the joy of cruising over waters without the attendant random environmentally induced disturbances of the boat. These disturbances—for example, a sudden unexpected roll—can be annoying and disruptive for boaters. In the existing prior art systems, WEDs are designed and configured to control list and trim—to get the marine vessel to an average angle in the roll and pitch axis. Smaller marine vessels used in the recreational market generally have manually actuated WEDs, while larger vessels operating in the commercial space use automatic actuated WEDs to stabilize the motion.

All marine stabilization technologies require manual installation and at least some commissioning in order to function correctly. However, if a traditional marine stabilization system is improperly installed, it is not possible to determine without disassembly and/or removal. If a traditional marine stabilization system is used while improperly installed, the sensor data received by the system will be inaccurate and lead to improper correction to the vessel's static and dynamic motions and potentially result in unsafe conditions during operation of the vessel. However, such prior art systems are not capable of detecting improper installations of such systems while informing the operator and placing the vessel into a safe operating state.

In view of the foregoing disadvantages of prior art systems in the relevant field of marine stabilization, there is clearly a market need for an improved stability control system for a marine vessel having an orientation fault detection system configured to detect improper installation or configuration of a dynamic active control system (DACS) by detecting faulty orientation of one or more components. The DACS disclosed herein provides significant technological advantages from conventional systems while overcoming the disadvantages of the prior art systems, as discussed below.

BRIEF SUMMARY OF THE DISCLOSURE

The present disclosure is directed to an improved dynamic active control system (DACS) configured with an orientation fault detection system configured to detect improper installation or configuration orientation of one or more components of the dynamic active control system (DACS) based upon sensor data from a plurality of sensors. Specifically, the orientation fault detection system is configured to utilize inertial sensing hardware and software in order to capture the various motions of a marine vessel in all three axes and make a determination whether a system fault has occurred.

In some embodiments, the DACS comprises at least the following components: (i) a plurality of sensors disposed within the marine vessel and configured to generate sensor data indicative of movement, location, or orientation of the marine vessel, (ii) a controller comprising one or more processors configured to receive and process the sensor data from the plurality of sensors (e.g., multi-axis inertial sensors), which may be embedded within the controller or may be separate from the controller and are communicatively connected to the controller via a communication bus, and (iii) a plurality of water engagement devices communicatively connected to the controller, each of the plurality of water engagement devices comprising an actuator and a water engagement element. In such embodiments, the one or more processors of the controller are configured to detect an orientation fault based upon the sensor data by: (i) determining operation of the marine vessel meets one or more evaluation conditions for a time window based upon the sensor data, (ii) calculating one or more orientation fault detection metrics from the sensor data over the duration of the time window, and (iii) determining whether an orientation fault exists for the dynamic active control system based upon the one or more orientation fault detection metrics. In some embodiments, the one or more processors of the controller are configured to, in response to determining the orientation fault exists, automatically command each of the plurality of water engagement devices to place the respective water engagement element into a safe state.

The evaluation conditions may include various conditions relating to operation of the marine vessel. In various embodiments, the one or more evaluation conditions include either or both the marine vessel operating within a predetermined yaw rate range and/or a condition relating to speed of the marine vessel over the time window. In some embodiments, the predetermined yaw rate range comprises the range between-10 degrees per second and +10 degrees per second. In further embodiments, the condition relating to speed of the marine vessel comprises the marine vessel operating within a speed range for a minimum time, such as the marine vessel having one or more speeds between 8 miles per hour and 14 miles per hour for at least 45 seconds. In yet further embodiments, the condition relating to speed of the marine vessel comprises the marine vessel accelerating through the speed range within a maximum time, such as the marine vessel accelerating from less than 8 miles per hour to more than 14 miles per hour in less than 45 seconds.

In some embodiments, the one or more orientation fault detection metrics comprise an average pitch angle for the marine vessel during the time window, and determining the orientation fault exists comprises determining whether the average pitch angle exceeds a pitch angle threshold (e.g., −6 degrees). In further embodiments, the one or more orientation fault detection metrics comprise both a lateral acceleration metric (e.g., an average over the time window of the absolute value of acceleration of the marine vessel along the lateral axis of the marine vessel) and a longitudinal acceleration metric (e.g., an average over the time window of the absolute value of acceleration of the marine vessel along the longitudinal axis of the marine vessel) for the marine vessel during the time window, and determining the orientation fault exists comprises determining whether the lateral acceleration metric exceeds the longitudinal acceleration metric.

Methods or computer-readable media storing instructions for implementing all or part of the vehicle charging system described above may also be provided in some aspects in order to provide or operate a vehicle charging station. Additional or alternative features described herein may be included in some aspects.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings incorporated in and forming a part of the specification illustrate several aspects of the present disclosure and, together with the description, serve to explain the principles of the embodiments. Although certain embodiments are shown in the drawings, it is understood that the present disclosure is not limited to the arrangements and instrumentality shown in the attached drawings. In the drawings:

FIG. 1 illustrates an embodiment of the dynamic active control system with engine control comprising at least one pair of water engagement devices, a controller/software module, an engine with engine control module, and a gyroscopic stabilization system connected to each other and various other modules and components according to one aspect of the present disclosure.

FIGS. 2 and 3 illustrate, respectively, a fully deployed and a fully retracted water engagement device according to one aspect of the present disclosure.

FIGS. 4 and 5 illustrate, respectively, a symmetrical deployment and a differential deployment of at least one pair of water engagement devices according to one aspect of the present disclosure.

FIGS. 6 and 7 illustrate the relationship between the mean pitch angle of the vessel and the controller/software module's installation configuration according to one aspect of the present disclosure.

FIGS. 8A and 8B illustrate methods of detecting an orientation fault in accordance with on aspect of the present disclosure.

FIGS. 9A and 9B illustrate further methods of detecting an orientation fault in accordance with on aspect of the present disclosure.

DETAILED DESCRIPTION OF THE DISCLOSURE

For the purposes of promoting and understanding the principles disclosed herein, reference is now made to the preferred embodiments illustrated in the drawings, and specific language is used to describe the same.

As illustrated in FIG. 1, the marine vessel 2000 comprises a dynamic active control system (DACS) 1000 having a controller/software module 202 located within an operational console 200 and mounted near the helm of the marine vessel 2000. The controller/software module 202 is communicatively coupled to an engine having an embedded engine-control module 302 and a distribution module 310 located near the transom of the marine vessel 2000 and primarily used for supplying power and communication signals to the various components of the DACS 1000. The distribution module 310 may be connected to a battery 304, from which the distribution module 310 may receive and distribute power to other components. In some embodiments, the position of the engine may be controlled by a steering actuator 306. The operational console 200 functions as a control station for the operator of the marine vessel and can support a steering wheel, control lever or other similar devices to steer and/or maneuver the marine vessel 2000. The controller/software module 202 is communicatively connected to the engine-control module 302 and configured to run the various operational algorithms for dynamic active control of the marine vessel 2000, providing for adjustable trim, height and/or steering position/direction control of the engine. The operational console 200, in addition to the controller/software module 202 optionally includes a multifunction display unit 204 and/or an operation input device 206 (e.g., keypad), which components may be communicatively and operatively connected to each other via digital communication buses 320.

According to some embodiments, the controller/software module 202 is a physical component of the DACS 1000 that includes a memory, and an embedded programmable processor configured to read data on a vessel's performance characteristics from the memory and provide data to the processor in order to run various operational algorithms for dynamic active control of the marine vessel 2000. For example, any data related to operational performance of the marine vessel (e.g., data related to critical failure of the system or a component of the marine vessel) can be stored within the memory of the controller/software module 202. According to further embodiments, the controller/software module 202 is a software component defined by computer-readable instructions stored within a memory and executed by one or more processors of another physical component of the DACS 1000 (e.g., the operational console 200). A plurality of sensors are communicatively and operatively connected with the controller/software module 202. As shown, in some embodiments, the controller/software module 202 is communicatively and operatively coupled to (1) a plurality of sensors 220 (e.g., motion sensors positioned within the marine vessel); (2) at least one pair of actuators (not shown) mounted adjacent the transom of the vessel 2000 to deploy and retract the WEDs 602, 606, which actuators may be separate from or integrated into the WEDs 602, 606; and/or (3) an optional gyroscopic stabilizer 500. In further embodiments, additional WEDs may be added to provide additional control capability. For instance, one or more additional pairs of WEDs (not shown) with actuators may be mounted adjacent the transom or elsewhere on the vessel 2000 and configured to deploy and retract to induce pitch, roll, and yaw moments in the vessel 2000, each additional WED having substantially same in structure and functioning in substantially the same manner as the WEDs 602, 606. In further embodiments, the plurality of sensors 220 may be integrated or embedded within the controller/software module 202. In yet further embodiments, at least one sensor 220, from the plurality of sensors 220, is configured to measure data related to the retraction and deployment of each of one or more of the WEDs 602, 606 and/or to measure and report data on steering angle, trim position, height of the engine during the vessel operation.

The controller/software module 202 is directly or indirectly communicatively coupled to the engine control module 302 of the engine of the marine vessel 2000 and is further configured to provide power, communications and/or data to the actuators for fast deployment of the WEDs 602, 606. Further, in some embodiments, the controller/software module 202 is connected to other peripheral devices via digital communication buses 320, such as additional sensors 220 (e.g., a GPS sensor, voltage sensors, encoders, current sensors, temperature sensor and/or other sensors), such that the controller/software module 202 is primarily responsible for measuring and/or feeding data to the engine control module 302 and/or the actuators connected to the WEDs 602, 606. In some such embodiments, the controller/software module 202 is further responsible for measuring and/or computing various performance characteristics for dynamic active control of the marine vessel 2000.

In the embodiment illustrated in FIG. 1, the distribution module 310 is mounted and located in proximity to the transom of the marine vessel 2000, whereas the operational console 200 (including the controller/software module 202) is mounted near the helm and not in proximity to the transom of the marine vessel 2000. The various modules are communicatively coupled to each other via industry standard power and communication cable, including the engine control module 302, the controller/software module 202, and the actuators of the WEDs 602, 606. The WED actuators are mounted on the transom of the marine vessel and configured to provide fast deployment of the WEDs. The WEDs and corresponding actuators are configured to selectively deploy and retract the WEDs at a rate of 100 mm/s or more—preferably faster than 250 mm/s. During operation of the marine vessel 2000, the DACS 1000 is further configured to generate signals—for example, a wake signal—for the controller/software module 202 to communicate a “power on” (wake up) status to the various components of the system, such as the engine-control module 302, components (e.g., multifunction displays 204 or input devices 206) of the operational console 200, and the actuators of the WEDs 602, 606 for fast deployment of the WEDs 602, 606.

According to some embodiments, the controller/software module 202 is further configured to store and display certain information (e.g., route maps, chart plot, etc.) and provide reliable marine navigation and guidance to an operator of the marine vessel 2000. Such navigation and guidance may include provisions for connecting to certain OEM-specific protocols for network interface identification and location addressing, and to provide easy-to-use User Interface (UI) for vessel operators. For instance, the controller/software module 202 may be configured to provide yaw and trim correcting information/commands to the engine and steering system to prevent the marine vessel from deviating from the present course. In some embodiments, the controller/software module 202 is primarily an embedded computing device running a certain type of Linux or other operating system providing equivalent functionality. As mentioned above, in various embodiments, the DACS 1000 also includes an additional number of user input devices, such as a keypad, a steering wheel and one or more throttle/shift levers. Each of the devices communicatively connected to the controller/software module 202 is configured to provide commands (input signal) to the processor and/or to receive commands (output signals) from the processor. The processor, in turn, is configured to communicate with the actuator associated with each respective WED 602, 606 via an actuator power and communications cable 300, which provides instructions to the actuator for fast deployment of the WEDs 602, 606.

According to some embodiments, the controller/software module 202 further comprises or is communicatively connected to receive data from a plurality of multi-axis inertial sensors 220 for measuring rates of acceleration generated along multiple vector axes during the operation of the marine vessel 2000. Thus, the controller/software module 202 incorporates or is configured to be communicatively and operatively connected to a plurality of sensors 220, which may include multi-axis inertial sensors 220, for example, accelerometer sensors for measuring accelerations along the x, y and z axes (longitudinal acceleration, lateral acceleration and vertical acceleration) and/or sensors to measure the roll rate, pitch rate and yaw rate (e.g., a Roll Rate Sensor (RRS), a Pitch Rate Sensor (PRS) and/or Yaw Rate Sensor (YRS)). Embodiments may include 6-axis, 9-axis, or magnetometer sensors or other similar sensors for various measurements (e.g., rates, accelerations, forces, torques etc.) generated during the dynamic active control of the vessel 2000. In further embodiments, the controller/software module 202 is communicatively connected to the WEDs 602, 606 and is programmed to act (i.e., make certain iterative decisions) based on information received from the sensors 220, which may include an attitude sensor (e.g., pitch and roll) and/or a global positioning system (GPS) sensor located at a pre-selected fixed position on the marine vessel 2000.

As noted above, the DACS 1000 comprises at least one pair of WED actuators (not shown) mounted on the transom of the marine vessel 2000 and configured for fast deployment of the WEDs 602, 606, such that the DACS 1000 provides total vessel pitch axis control by fast symmetric deployment of the WEDs 602, 606, which may be coupled with engine trim adjustments. The DACS 1000 may further provide roll axis or yaw axis control by fast asymmetric deployment of the WEDs 602, 606, which may also be coupled with engine trim adjustments. As illustrated, the WEDs 602, 606 are mounted on the transom of the vessel 2000 and configured for fast deployment into the water at 100 mm/s or more—preferably faster than 250 mm/s. FIG. 2 illustrates a fully deployed WED 602, in which maximum lift/drag is introduced by the WED 602. FIG. 3 illustrates a fully retracted WED 602, in which minimum or no lift/drag is introduced by the WED 602.

FIGS. 4 and 5 respectively illustrate rear views of symmetric and asymmetric deployment of WEDs 602, 606 mounted on the transom of the vessel 2000. As illustrated in FIG. 4, the DACS 1000 is also configured to provide total vessel pitch control by symmetric deployment of the WEDs 602, 606, which is in some embodiments coupled with engine trim adjustment to providing improved stability control of the vessel. By symmetrically deploying the WEDs 602, 606, the DACS 1000 controls pitch without inducing significant roll or yaw moments in the vessel 2000. For instance, if the WED 602 is halfway (50 percent) down, a sensor can send a signal to the controller/software module 202 which in turn can command the actuator attached to the WED 602 to make adjustments both in the up and down positions for the WED 602 to reach a desired position (e.g., a level of deployment equal to that of WED 606). In some embodiments, the DACS 100 further optimizes the relationship between the WED bias and the engine trim to deliver further improved dynamic active control for the marine vessel 2000. As further illustrated in FIG. 5, the DACS 1000 is further configured to provide total roll and heading control by differentially (i.e., asymmetrically) deploying WEDs 602, 606 to (1) counter rolling motions while simultaneously adjusting any engine steering position to counter the steering moment associated with WED delta position; and/or (2) providing adjustment of the engine steering angle to counter yaw moments produced by gyroscopic stabilization systems. As describe further herein, the controller/software module 202 comprises various algorithms for implementing feedback control of the WEDs 602, 606, such as a proportional-integral-derivative control loop (PID) for continuously capturing data related to the difference between the commanded roll angle and the measured roll angle and applying a corrective adjustment to the delta position between the WEDs 602 and 606 (e.g., by adjusting the deployment levels of the WEDs 602 and/or 606 on the port and starboard sides of the marine vessel 2000, respectively) to achieve a desired roll angle. This this way, the DACS 1000 controls the deployment of the WEDs 602, 606 to counteract undesired pitch, roll, and/or yaw moments induced in the vessel 2000 by engine operation or environmental conditions.

According to some aspects of the present disclosure, during operation of the marine vessel 2000, the DACS 1000 continuously monitors and measures data/feedback from the sensors 220 and sends command signals to instruct the actuator systems for fast deployment of WEDs 602, 606 to counteract certain dynamic active motions of the marine vessel (e.g., motions in the 0-3 Hz frequency spectrum across the roll, yaw and pitch axes) and provide the required dynamic active control of the marine vessel 2000.

In some embodiments, the DACS 1000 as disclosed herein is configured to make the necessary adjustment to the engine steering angle via the engine control module 302 to control the heading of the marine vessel 2000 and counter the resulting heading change resulting from the WED delta position between WED 602 and WED 606. In further embodiments, the DACS 1000 is configured to measure a change in steering position of the vessel 2000 and predict the resulting roll motion generated from the steering position change, while automatically generating a WED delta position between WED 602 and WED 606 to counter the roll motion that will ultimately result from this steering position change.

In further embodiments, the DACS 1000 is configured to adjust the vessel 2000 trim angle by symmetric deployment (shown in FIG. 4) of the WEDs 602, 606 coupled with engine trim adjustment. Controlling the engine trim adjustment gives the operator and/or the system the opportunity to optimize fuel efficiency or stabilization performance of the marine vessel 2000. The performance of the marine vessel 2000 is further optimized by the DACS 1000 controlling the WEDs 602, 606 to maintain an average, non-zero deployment position (or “bias”) and adjusting the engine trim in relation to such bias. In some such embodiments, the DACS 1000 is configured to optimize the engine trim for fuel efficiency purposes by delivering the commanded trim, even if that action results in less than optimum DACS 1000 performance.

According to a further aspect of the present disclosure, the DACS 1000 disclosed herein provides for at least two optimization strategies by allowing the DACS 1000 to be responsive to the average positions of the WEDs 602, 606, as well as to the engine trim. In some embodiments, the DACS 1000 is configured to receive a desired trim angle from the operator and adjust the average positions of the WEDs 602, 606, as well as the engine trim angle, in an effort to achieve the operator's desired trim angle. In further embodiments, the DACS 1000 is configured to adjust the relationship between engine trim and WED bias in order to optimize either the performance of the DACS 1000 system or fuel efficiency of the engine.

According to a further aspect of the present disclosure, during operation as the marine vessel 2000 moves through the water the DACS 1000 is configured to adjust the engine steering position to counter the yaw moment (e.g., by measuring the changing drag force) associated with the WED delta position between WED 602 and WED 606. In some embodiments, the controller/software module 202 is therefore configured to provide a signal to the engine control module 302 of the engine to adjust the steering position of the engine.

In various embodiments, the DACS 1000 is configured to measure the relationship between the steering position of the engine and a desired WED delta position (e.g., the difference between a starboard WED 606 and a port WED 602 based upon their average positions). For instance, as the WED delta position is increased, the controller/software module 202 sends a signal to the engine control module 302 to adjust the steering position of the engine of the marine vessel 2000 to counteract the yaw moment induced by such WED delta position. The ability of the DACS 1000 to counter the steering moment (e.g., by measuring the changing drag force) associated with the WED delta position based upon deployment of the WEDs 602, 606 is instrumental in providing optimized total roll and heading control, as disclosed herein.

According to a further aspect of the present disclosure, the controller/software module 202 is configured to receive and process data on the steering position of the engine of the marine vessel 2000. Specifically, the processor is programmed to measure the relationship between the steering position of the engine and the WED delta position between WED 602 and WED 606. Based on the measured data, the controller/software module 202 is configured to generate and send predictive signals to one or more actuators to adjust the WEDs 602, 606 by differentially deploying each of the WEDs 602, 606 to counter rolling motions. The controller/software module 202 may further be configured to simultaneously adjust the engine steering position to counter the steering moment associated with the WED delta position. Accordingly, the controller/software module 202 may instruct the one or more actuator mechanisms to adjust the deployments of one or more of the WEDs. This may include moving the WEDs 602, 606 (and/or additional WEDs) together or moving only one of the WEDs 602 or 606, or various combinations of movements thereof. If more than one WED is moved, they may be moved in parallel or opposite directions to each other, to the deployments of the same magnitude as one another, or at different deployments, as needed simultaneously to counter undesired roll and pitch motions. This may include optimizing total vessel pitch axis control by fast symmetric deployment of the WEDs 602, 606, coupled with engine trim adjustments, or optimizing total vessel roll axis control by fast asymmetric deployment of the WEDs 602, 606, coupled with engine trim adjustments.

According to another aspect of the present disclosure, the DACS 1000 provides the operator with the option to control and change (if necessary) the commanded roll angle of the marine vessel 2000. During operation of the marine vessel 2000, if waves hit a boat on the starboard side, for example, the operator has the option to dynamically change the commanded roll angle and/or instruct the operator via the user interfaces of the operational console 200 to tilt the vessel 2000 down to the port side by asymmetric deployment of the WEDs 602, 606 and optionally by adjustment of the engine steering position.

The processing of data signals by the controller/software module 202 to determine and control adjustments to the deployment of the WEDs 602, 606 based on the difference between the commanded and the actual measured values (e.g., pitch or roll angle) is one of the key features of the DACS 1000. According to some aspects of the present disclosure, upon an operator changing the commanded pitch or roll angle (e.g., −5 to 5 degrees), the DACS 1000 triggers the decision loop within the controller/software module 202 and generates an output signal to instruct the actuator system to perform fast (at 100 mm/s or more) deployment of the WEDs 602, 606 to obtain a desired bias and WED delta position.

As stated above, all marine stabilization technologies require manual installation and commissioning in order to function correctly. During the installation process, the human operator may make a mistake and improperly install and commission any of the WEDs 602, 606 or the controller/software module 202. If this mistake is not caught prior to system operation, the DACS 1000 may apply incorrect stabilization and engine control strategies or send incorrect signals to the WEDs 602, 606 and/or engine control module 302 of the vessel 2000, resulting in unsafe operation. Due to the fact that the risk of human error always exists, the controller/software module 202 may be configured to detect such a mistake in the orientation of the controller/software module 202 during the installation and commissioning process. The commissioning strategy is disclosed in U.S. application Ser. No. 17/891,651, filed on Aug. 19, 2022, and published as U.S. Pub. No. 2023/0057840 on Feb. 23, 2023, which is incorporated herein by reference in its entirety.

According to an aspect of the present disclosure, the controller/software module 202 is configured to detect an orientation fault. In some embodiments, the controller/software module 202 comprises a plurality of multi-axis inertial sensors for measuring rates of acceleration generated along multiple vector axes during the operation of the marine vessel 2000. In further embodiments, the controller/software module 202 is configured to be communicatively and operatively connected to a plurality of multi-axis inertial sensors. Multi-axis inertial sensors may include accelerometer sensors for measuring accelerations along the x, y, and z axes (i.e., longitudinal acceleration, lateral acceleration, and vertical acceleration) and/or sensors to measure the roll rate, pitch rate, and yaw rate (e.g., Roll Rate Sensor (RRS), Pitch Rate Sensor (PRS) and Yaw Rate Sensor (YRS)). Using these inertial sensors, in some embodiments, the controller/software module 202 determines whether an issue exists that is causing any of the controller/software module 202 or WEDs 602, 606 to have an incorrect installed or commissioned orientation.

FIGS. 6 and 7 illustrate various sensor data received by the controller/software module 202 during operation of a vessel 2000. FIG. 6 illustrates such data for a system in which all components are correctly installed and commissioned, viz. a correctly oriented system. FIG. 7 illustrate corresponding data for a system in which the controller/software module 202 is incorrectly installed and commissioned, viz. a system with an orientation fault. The highlighted area 650 in FIG. 6 and highlighted area 750 in FIG. 7 represent regions (i.e., time windows) where the various sensor data is analyzed according to the methods described further below to determine whether an orientation fault exists in the DACS 1000. Highlighted area 650 in FIG. 6 shows that the controller/software module 202 is properly installed and commissioned because the mean pitch angle is positive over the duration of the analysis interval in which a positive mean pitch angle is expected (e.g., where speed over ground and acceleration are slightly positive and filtered yaw rate is near zero). Highlighted area 750 in FIG. 7 shows that the controller/software module 202 is not properly installed and commissioned because the mean pitch angle is negative over the duration of the analysis interval in which a positive mean pitch angle is expected (e.g., where speed over ground and acceleration are slightly positive and filtered yaw rate is near zero).

FIGS. 8A-B and 9A-B show exemplary fault detection methods for detecting and responding to orientation faults relating to installation or configuration of the DACS 1000, including faults in the installation or configuration of components thereof. In each of the exemplary fault detection methods, the controller/software module 202 determines whether operation of the vessel 2000 meets one or more evaluation conditions, as described further below. In all exemplary fault determination methods of FIGS. 8A-B and 9A-B, the one or more evaluation conditions include operating the vessel 2000 with a vessel yaw rate within a predetermined yaw rate range. In the embodiments of FIGS. 8A and 9A, the one or more evaluation conditions further include the vessel 2000 maintaining a speed within a predetermined speed range over a time window of at least a minimum time. In the embodiments of FIGS. 8B and 9B, the one or more evaluation conditions instead further include the vessel 2000 accelerating through the predetermined speed range over a time window not exceeding a maximum time. In the various exemplary embodiments of FIGS. 8A-B and 9A-B, the controller/software module 202 further calculates one or more orientation fault detection metrics from sensor data from the plurality of sensors 220 over the relevant time window, as described further below. In the embodiments of FIGS. 8A and 8B, the one or more orientation fault detection metrics comprise a pitch angle for the vessel 2000, which the controller/software module 202 further compares to a pitch angle threshold to determine whether an orientation fault exists. In the embodiments of FIGS. 9A and 9B, the one or more orientation fault detection metrics comprise both a lateral acceleration and a longitudinal acceleration metrics (e.g., the average of the absolute value of lateral acceleration and the average of the absolute value of longitudinal acceleration over the time window) for the vessel 2000, which the controller/software module 202 further compares to each other to determine whether an orientation fault exists. Although specific example processes are illustrated in FIGS. 8A-B and 9A-B, alternative processes with additional, fewer, or alternative aspects may be performed to detect and/or respond to orientation faults relating to installation or configuration of the DACS 1000. For example, alternative embodiments utilizing additional, fewer, or alternative evaluation conditions may be implemented, such as by adding further evaluation conditions to improve reliability or using as few as only one evaluation condition (e.g., any of a predetermined yaw rate range, operation within a speed range, or acceleration through a speed range) to improve efficiency or to enable testing in a broader range of environmental or operating conditions. As another example, additional or alternative embodiments may replace or determine the speed or acceleration of the marine vessel 2000 with similar vessel operating data, such as engine speed, geopositioning data (e.g., GPS), or other data. As a further example, additional or alternative embodiments may replace or determine the yaw rate range with another operating condition metric providing similar information regarding the suitability of vessel operating data for fault detection, such as metrics indicating or derived from a heading, steering or rudder angle, geopositioning data (e.g., GPS), or other data.

FIGS. 8A and 8B show exemplary fault detection methods 800A and 800B, respectively, for detecting and responding to an orientation fault that may be implemented, for example, for a vessel 2000 having a DACS 1000 as illustrated in FIG. 1. Specifically, fault detection methods 800A and 800B may be used to detect an orientation fault in the installation or configuration of the controller/software module 202 with respect to forward/aft directions.

As illustrated in FIG. 8A, the fault detection method 800A begins at block 802 when the controller/software module 202 is installed on the vessel 2000 by a human operator. After installation is completed, the operator begins the commissioning process. At block 804, the vessel 2000 is accelerated while the controller/software module 202 monitors a plurality of sensors 220 within the vessel 2000, which may include inertial sensors integral to or communicatively connected to the controller/software module 202. In some embodiments, the plurality of sensors 220 include a geopositioning sensor configured to determine a location of the vessel 2000, such as a global positioning system (GPS) sensor located at a pre-selected fixed position on the marine vessel 2000. At block 806 the controller/software module 202 determines whether the vessel's yaw rate (e.g., a maximum yaw rate of the vessel 2000 over a time window) is within an appropriate range for analysis. In some embodiments, this includes determining the yaw rate of the vessel 2000 is less than a predetermined amount, which predetermined amount is preferably below 14 degrees per second and more preferably within the range of 6-14 degrees per second. In some such embodiments, the yaw rate range is the range from −12 degrees per second to +12 degrees per second. In further such embodiments, the yaw rate range is the range from −10 degrees per second to +10 degrees per second. The predetermined amount may be varied based upon the type of water, water conditions, vessel, plurality of sensors available, etc. Additionally, the predetermined yaw rate range may be varied relative to the vessel speed or acceleration requirements discussed below with respect to block 808A. If the vessel's yaw rate is not within the appropriate range (e.g., has a magnitude above the predetermined amount), the process loops back to block 806 until a yaw rate within the appropriate range is detected. Once a yaw rate within the appropriate range is detected, the process moves to block 808A. In some embodiments, the yaw rate continues to be monitored to ensure the yaw rate remains within the appropriate range throughout the analysis.

At block 808A the controller/software module 202 determines whether the vessel's speed is within a predetermined range over a time window of at least a predetermined minimum period of time. In various embodiments, the predetermined speed range is between certain minimum speed and maximum speed thresholds facilitating reliable evaluation. For example, the minimum speed thresholds may be selected preferably as values between 2 miles per hour and 10 miles per hour, and more preferably as values between 4 miles per hour and 8 miles per hour. Likewise, in further examples, maximum speed threshold may be selected as values above the corresponding selected minimum speed thresholds and preferably between 5 miles per hour and 30 miles per hour, and more preferably between 10 miles per hour and 25 miles per hour, and yet more preferably between 15 miles per hour and 20 miles per hour. In some embodiments, the predetermined speed range is preferably between 6-17 miles per hour, while the predetermined minimum period of time is preferably between 1.5 second and 120 seconds. In preferred embodiments, the predetermined minimum period of time is 45 seconds in order to provide sufficient data for analysis. The predetermined speed range or period of time may vary depending on the type of water, water conditions, vessel, plurality of sensors available, etc. As noted above, the predetermined speed range and the predetermined minimum period of time may further depend upon the predetermined yaw rate range. In a preferred embodiment in which the predetermined yaw rate range is the range from −10 degrees per second to +10 degrees per second, the predetermined speed range is between 8 miles per hour and 14 miles per hour. In another preferred embodiment in which the predetermined yaw rate range is the range from −12 degrees per second to +12 degrees per second, the predetermined speed range is between 6 miles per hour and 17 miles per hour. In these and further embodiments, the controller/software module 202 determines whether the vessel's speed is within the predetermined range (i.e., is greater than the minimum speed and less than the maximum speed) at all observation times within a time window having a duration at least equal to the predetermined minimum time. If the vessel's speed is not within the predetermined range for the predetermined minimum period of time, the process loops back to block 806 to collect additional data until sufficient data within the yaw rate range and speed range for reliable analysis. If the vessel's speed is within the predetermined range for the predetermined minimum period of time, the process moves to block 810 for such analysis.

At block 810 the controller/software module 202 calculates the pitch angle for the vessel 2000 over the duration of the time window during which the vessel's speed was within the predetermined range. In some embodiments, the pitch angle is calculated continuously by the controller/software module 202 during operation and stored for retrieval and analysis at block 810 when the conditions of block 808A are met. In further embodiments, the pitch angle is calculated as the mean pitch angle during the time window in order to average out variations due to speed changes or environmental factors over the corresponding minimum time period. The pitch angle may be calculated from the sensor data according to known techniques as the arctangent of the ratio of the lateral force to the square root of the sum of the squared longitudinal force and the squared vertical force. In some embodiments, the pitch angle may be obtained directly from a multi-axis positional sensor of the plurality of sensors 220 within the vessel 2000.

Using the calculated pitch angle for the vessel 2000, the controller/software module 202 determines at block 812 whether the pitch angle is greater than or equal to a predetermined pitch angle threshold. In some embodiments, the controller/software module 202 determines at block 812 whether the pitch angle is greater than or equal to such predetermined pitch angle threshold for a predetermined period of time. In preferred embodiments, the predetermined pitch angle is selected from the range between −10 degrees to +10 degrees, while the predetermined period of time is selected from the range between 0.5 seconds to 30 seconds. Either or both of the predetermined pitch angle and predetermined period of time may vary depending on the type of water, water conditions, vessel, plurality of sensors available, etc. In a preferred embodiment, the controller/software module 202 determines whether the pitch angle is greater than or equal to −6 degrees for at least 0.5 seconds because a significant negative pitch angle during forward motion of the vessel 2000 is indicative of an orientation error in the DACS 1000. Depending on how rough the waters are the predetermined period of time may increased to improve accuracy. For example, the predetermined period of time for the pitch angle threshold analysis may be set to 4.5 seconds under some conditions in order to account for rougher water conditions. If the controller/software module 202 determines that the pitch angle has been less than or equal to the predetermined angle for the predetermined period of time (i.e., the pitch angle is determined not to be above the pitch angle threshold), an orientation fault detection flag is set at block 814. If the controller/software module 202 determines that the pitch angle has been greater than or equal to the predetermined pitch angle for the predetermined period of time (i.e., the pitch angle is determined to be above the pitch angle threshold), the DACS 1000 remains active in block 816. In some embodiments, the DACS 1000 may record or display a confirmation of no orientation fault being detected.

At block 814, in some embodiments, when an orientation fault detection flag is set, the controller/software module 202 displays on its multi-function display a fault or error message to the user. This fault or error message communicates to the operator that an orientation fault detection has occurred and that the vessel has been placed into a safe state protocol. Upon receiving the notification of the orientation fault, the operator may be instructed to take the vessel in for service to have a technician reinstall or reconfigure the controller/software module 202 in the correct orientation. In some embodiments, the controller/software module 202 may also communicate to a predetermined service technician via a wireless communication module (not shown) that an orientation fault was detected. While FIG. 8A is described in reference to a commissioning process, blocks 804-816 may additionally or alternatively be implemented during normal operation of the vessel to detect faults during future operations.

In some embodiments, the safe state protocol, or turtle mode, may limit various functions of the vessel 2000 and/or DACS 1000 to ensure the vessel is safely operated after an orientation fault is detected. For example, in some embodiments, the WEDs 602, 606 may be locked in a predetermined position (fully retracted, fully extended, or a position in between) to ensure that the vessel 2000 handles in a predictable and safe manner. In further embodiments, the speed of the vessel 2000 may be limited to ensure that the vessel 2000 handles in a predictable and safe manner. In still further embodiments, the safe state protocol returns the vessel 2000 to manual mode and deactivates the DACS 1000.

As illustrated in FIG. 8B, the fault detection method 800B proceeds as discussed above with respect to fault detection method 800A, except that block 808A is replaced with block 808B. While the controller/software module 202 determines whether the speed of the vessel 2000 has been appropriate for fault detection analysis over a relevant time window in both methods 800A and 800B, block 808A is used when the vessel 2000 has remained within a speed range, while block 808B is used when the vessel 2000 has accelerated through the speed range. Thus, fault detection method 800B proceeds at block 808B to determine whether the vessel 2000 has accelerated through a predetermined speed range (i.e., from below a minimum speed of the range to above a maximum speed of the range) within a predetermined maximum period of time. As above, the predetermined speed range is between certain minimum speed and maximum speed thresholds facilitating reliable evaluation, such as ranges with minimum speed thresholds between 2 miles per hour and 10 miles per hour combined with any of maximum speed thresholds between 5 miles per hour and 30 miles per hour, provided that the maximum speed threshold is at least as great as the minimum speed threshold. In some embodiments, the predetermined speed range is preferably between 6-17 miles per hour, while the predetermined maximum period of time is preferably between 1.5 second and 120 seconds. In preferred embodiments, the predetermined maximum period of time is 45 seconds in order to ensure sufficient acceleration for analysis. The predetermined speed range or maximum period of time may vary depending on the type of water, water conditions, vessel, plurality of sensors available, etc. As noted above, the predetermined speed range and the predetermined maximum period of time may further depend upon the predetermined yaw rate range. In a preferred embodiment in which the predetermined yaw rate range is the range from −10 degrees per second to +10 degrees per second, the predetermined speed range is between 8 miles per hour and 14 miles per hour and the predetermined maximum time period is 45 seconds. In such preferred embodiment, the vessel 2000 meets the conditions if it accelerates from less than 8 miles per hour to more than 14 miles per hour in less than 45 seconds. In order to detect erroneous measurements, in some embodiments, a minimum time period (e.g., 1.5 seconds) may be used to exclude apparent acceleration through the predetermined speed range at a rate that would not provide sufficient data points to allow reliable analysis of the pitch angle for orientation fault detection. If the controller/software module 202 determines the vessel 2000 has not accelerated through the predetermined speed range within the predetermined maximum period of time (e.g., by remaining below the maximum speed of the range or by exceeding the maximum time period for accelerating through the range) at block 808B, the method 800B loops back to block 806 to collect additional data until the conditions are met. If the controller/software module 202 determines the vessel 2000 has accelerated through the predetermined speed range within the predetermined maximum period of time at block 808B, the method 800B proceeds to block 810 for such analysis, as discussed above with respect to method 800A.

In some embodiments, the fault detection methods 800A and 800B may be combined, such that blocks 808A and 808B are analyzed in parallel to determine whether either the stable speed conditions of block 808A or the acceleration conditions of block 808B are met. In such embodiments, the controller/software module 202 may proceed to block 810 for analysis of the pitch angle upon the first of the blocks 808A or 808B to meet its conditions. In this way, the fault detection process is made more robust, while requiring limited additional processing power.

FIGS. 9A and 9B shows further exemplary fault detection methods 900A and 900B, respectively, for detecting and responding to an orientation fault that may be implemented, for example, for a vessel 2000 having a DACS 1000 as illustrated in FIG. 1. Specifically, fault detection methods 900A and 900B may be used to detect a transvers mounting orientation fault in the installation or configuration of the controller/software module 202 with respect to starboard/port directions.

As illustrated in FIG. 9A, the fault detection method 900A begins at block 902 when the controller/software module 202 is installed on the vessel 2000 by a human operator. After installation is completed, the operator begins the commissioning process. At block 904, the vessel 2000 is accelerated while the controller/software module 202 monitors a plurality of sensors 220 within the vessel 2000, which may include inertial sensors integral to or communicatively connected to the controller/software module 202. In some embodiments, the plurality of sensors 220 include a geopositioning sensor configured to determine a location of the vessel 2000, such as a global positioning system (GPS) sensor located at a pre-selected fixed position on the marine vessel 2000. At block 906 the controller/software module 202 determines whether the vessel's yaw rate (e.g., a maximum yaw rate of the vessel 2000 over a time window) is within an appropriate range for analysis. In some embodiments, this includes determining the yaw rate of the vessel 2000 is less than a predetermined amount, which predetermined amount is preferably within the range of 6-14 degrees per second. In some such embodiments, the yaw rate range is the range from −12 degrees per second to +12 degrees per second. In further such embodiments, the yaw rate range is the range from −10 degrees per second to +10 degrees per second. The predetermined amount may be varied based upon the type of water, water conditions, vessel, plurality of sensors available, etc. Additionally, the predetermined yaw rate range may be varied relative to the vessel speed or acceleration requirements discussed below with respect to block 908A. If the vessel's yaw rate is not within the appropriate range (e.g., has a magnitude above the predetermined amount), the process loops back to block 906 until a yaw rate within the appropriate range is detected. Once a yaw rate within the appropriate range is detected, the process moves to block 908A. In some embodiments, the yaw rate continues to be monitored to ensure the yaw rate remains within the appropriate range throughout the analysis.

At block 908A the controller/software module 202 determines whether the vessel's speed is within a predetermined range over a time window of at least a predetermined minimum period of time. In various embodiments, the predetermined speed range is between certain minimum speed and maximum speed thresholds facilitating reliable evaluation. For example, the minimum speed thresholds may be selected preferably as values between 2 miles per hour and 10 miles per hour, and more preferably as values between 4 miles per hour and 8 miles per hour. Likewise, in further examples, maximum speed threshold may be selected as values above the corresponding selected minimum speed thresholds and preferably between 5 miles per hour and 30 miles per hour, and more preferably between 10 miles per hour and 25 miles per hour, and yet more preferably between 15 miles per hour and 20 miles per hour. In some embodiments, the predetermined speed range is preferably between 6-17 miles per hour, while the predetermined minimum period of time is preferably between 1.5 second and 120 seconds. In preferred embodiments, the predetermined minimum period of time is 45 seconds in order to provide sufficient data for analysis. The predetermined speed range or period of time may vary depending on the type of water, water conditions, vessel, plurality of sensors available, etc. As noted above, the predetermined speed range and the predetermined minimum period of time may further depend upon the predetermined yaw rate range. In a preferred embodiment in which the predetermined yaw rate range is the range from −10 degrees per second to +10 degrees per second, the predetermined speed range is between 8 miles per hour and 14 miles per hour. In another preferred embodiment in which the predetermined yaw rate range is the range from −12 degrees per second to +12 degrees per second, the predetermined speed range is between 6 miles per hour and 17 miles per hour. In these and further embodiments, the controller/software module 202 determines whether the vessel's speed is within the predetermined range (i.e., is greater than the minimum speed and less than the maximum speed) at all observation times within a time window having a duration at least equal to the predetermined minimum time. If the vessel's speed is not within the predetermined range for the predetermined minimum period of time, the process loops back to block 906 to collect additional data until sufficient data within the yaw rate range and speed range for reliable analysis. If the vessel's speed is within the predetermined range for the predetermined minimum period of time, the process moves to block 910 for such analysis.

At block 910 the controller/software module 202 calculates metrics indicative of the lateral and longitudinal accelerations of the vessel 2000 using data from the sensors 220 over the duration of the time window during which the vessel's speed was within the predetermined range. The longitudinal acceleration refers to acceleration in the direction of forward motion of the vessel 2000 (i.e., along the longitudinal axis in the forward/aft directions) along the plane of the water surface. The lateral acceleration refers to acceleration in the direction perpendicular to the direction of forward motion of the vessel 2000 (i.e., along the lateral axis of in the starboard/port directions) alone the plane of the water surface. In preferred embodiments, the controller/software module 202 calculates the average (i.e., mean) lateral acceleration and longitudinal acceleration over the time window. In some such preferred embodiments, these average lateral and longitudinal accelerations may be calculated as the respective averages of the absolute values of the accelerations in the lateral and longitudinal directions in order to improve reliability and sensitivity of the analysis. In some embodiments, the lateral and longitudinal accelerations are monitored or calculated continuously by the controller/software module 202 during operation and stored for retrieval and analysis at block 910. In further embodiments, the controller/software module 202 may calculate additional or alternative metrics related to the lateral and longitudinal accelerations of the vessel 2000, such as maximum accelerations or acceleration profiles during the time window during which the vessel's speed was within the predetermined range.

Using the calculated metrics for the lateral and longitudinal accelerations of the vessel 2000, the controller/software module 202 determines at block 912 whether the lateral acceleration exceeds the longitudinal acceleration within the time window during which the vessel's speed was within the predetermined range. In the preferred embodiment in which the average absolute values of lateral and longitudinal accelerations over the time window were calculated at block 910, the controller/software module 202 determines whether the average absolute value of the measured or calculated acceleration in the lateral direction exceeds the average absolute value of the measured or calculated acceleration in the longitudinal direction. Regardless of the metric used, the lateral and longitudinal accelerations are compared. If the controller/software module 202 determines that the lateral acceleration exceeds the longitudinal acceleration (e.g., the average of the absolute value of the lateral acceleration is greater than the average of the absolute value of the longitudinal acceleration) for the predetermined period of time in which the evaluation conditions were met, an orientation fault detection flag (e.g., a transverse orientation fault detection flag) is set at block 914. If the controller/software module 202 determines that the lateral acceleration exceeds the longitudinal acceleration (e.g., the average absolute value of the lateral acceleration is greater than the average absolute value of the longitudinal acceleration) for the predetermined period of time in which the evaluation conditions were met, the DACS 1000 remains active in block 916. In some embodiments, the DACS 1000 may record or display a confirmation of no orientation fault being detected.

At block 914, in some embodiments, when an orientation fault detection flag is set, the controller/software module 202 displays on its multi-function display a fault or error message to the user. This fault or error message communicates to the operator that an orientation fault detection has occurred and that the vessel has been placed into a safe state protocol. Upon receiving the notification of the orientation fault, the operator may be instructed to take the vessel in for service to have a technician reinstall or reconfigure the controller/software module 202 in the correct orientation. In some embodiments, the controller/software module 202 may also communicate to a predetermined service technician via a wireless communication module (not shown) that an orientation fault was detected. While FIG. 9A is described in reference to a commissioning process, blocks 904-916 may additionally or alternatively be implemented during normal operation of the vessel to detect faults during future operations.

In some embodiments, the safe state protocol, or turtle mode, may limit various functions of the vessel 2000 and/or DACS 1000 to ensure the vessel is safely operated after an orientation fault is detected. For example, in some embodiments, the WEDs 602, 606 may be locked in a predetermined position (fully retracted, fully extended, or a position in between) to ensure that the vessel 2000 handles in a predictable and safe manner. In further embodiments, the speed of the vessel 2000 may be limited to ensure that the vessel 2000 handles in a predictable and safe manner. In still further embodiments, the safe state protocol returns the vessel 2000 to manual mode and deactivates the DACS 1000.

As illustrated in FIG. 9B, the fault detection method 900B proceeds as discussed above with respect to fault detection method 900A, except that block 908A is replaced with block 908B. While the controller/software module 202 determines whether the speed of the vessel 2000 has been appropriate for fault detection analysis over a relevant time window in both methods 900A and 900B, block 908A is used when the vessel 2000 has remained within a speed range, while block 908B is used when the vessel 2000 has accelerated through the speed range. Thus, fault detection method 900B proceeds at block 908B to determine whether the vessel 2000 has accelerated through a predetermined speed range (i.e., from below a minimum speed of the range to above a maximum speed of the range) within a predetermined maximum period of time. As above, the predetermined speed range is between certain minimum speed and maximum speed thresholds facilitating reliable evaluation, such as ranges with minimum speed thresholds between 2 miles per hour and 10 miles per hour combined with any of maximum speed thresholds between 5 miles per hour and 30 miles per hour, provided that the maximum speed threshold is at least as great as the minimum speed threshold. In some embodiments, the predetermined speed range is preferably between 6-17 miles per hour, while the predetermined maximum period of time is preferably between 1.5 second and 120 seconds. In preferred embodiments, the predetermined maximum period of time is 45 seconds in order to ensure sufficient acceleration for analysis. The predetermined speed range or maximum period of time may vary depending on the type of water, water conditions, vessel, plurality of sensors available, etc. As noted above, the predetermined speed range and the predetermined maximum period of time may further depend upon the predetermined yaw rate range. In a preferred embodiment in which the predetermined yaw rate range is the range from −10 degrees per second to +10 degrees per second, the predetermined speed range is between 8 miles per hour and 14 miles per hour and the predetermined maximum time period is 45 seconds. In such preferred embodiment, the vessel 2000 meets the conditions if it accelerates from less than 8 miles per hour to more than 14 miles per hour in less than 45 seconds. In order to detect erroneous measurements, in some embodiments, a minimum time period (e.g., 1.5 seconds) may be used to exclude apparent acceleration through the predetermined speed range at a rate that would not provide sufficient data points to allow reliable analysis of the pitch angle for orientation fault detection. If the controller/software module 202 determines the vessel 2000 has not accelerated through the predetermined speed range within the predetermined maximum period of time (e.g., by remaining below the maximum speed of the range or by exceeding the maximum time period for accelerating through the range) at block 908B, the method 900B loops back to block 806 to collect additional data until the conditions are met. If the controller/software module 202 determines the vessel 2000 has accelerated through the predetermined speed range within the predetermined maximum period of time at block 908B, the method 900B proceeds to block 910 for such analysis, as discussed above with respect to method 900A.

In some embodiments, the fault detection methods 900A and 900B may be combined, such that blocks 908A and 908B are analyzed in parallel to determine whether either the stable speed conditions of block 908A or the acceleration conditions of block 908B are met. In such embodiments, the controller/software module 202 may proceed to block 910 for analysis of the longitudinal and lateral accelerations upon the first of the blocks 908A or 908B to meet its conditions. In this way, the fault detection process is made more robust, while requiring limited additional processing power. In further embodiments, the controller/software module 202 is configured to implement the fault detection methods 800A and/or 800B in parallel with or in combination with the fault detection methods 900A and/or 900B in order to detect multiple types of orientation faults in the installation or configuration of components of the DACS 1000.

It is understood that the preceding is merely a detailed description of some examples and embodiments of the present disclosure, and that numerous changes to the disclosed embodiments may be made in accordance with the disclosure made herein without departing from the spirit or scope of the disclosure. The preceding description, therefore, is not meant to limit the scope of the disclosure, but to provide sufficient disclosure to allow one of ordinary skill in the art to practice the disclosure without undue burden or experimentation. It is further understood that the scope of the present disclosure fully encompasses other embodiments that may become obvious to those skilled in the art based upon the foregoing description and examples.

Differential and differentially are defined within this document as unequal, off center and/or involving differences in: angle, speed, rate, direction, direction of motion, output, force, moment, inertia, mass, balance, application of comparable things, etc. The terms Dynamic and/or Dynamic Active Control may mean the immediate action that takes place at the moment they are needed. Any use of the term immediate, in this application, means that the control action occurs in a manner that is responsive to the extent that it prevents or mitigates vessel motions and attitudes before they would otherwise occur in the uncontrolled situation. A person of ordinary skilled in the art understands the relationship between sensed motion parameters and required response in terms of the maximum overall delay that can exist while still achieving the control objectives. Dynamic and/or Dynamic Active Control may be used in describing interactive hardware and software systems involving differing forces and may be characterized by continuous change and/or activity. Dynamic may also be used when describing the interaction between a vessel and the environment. As stated above, marine vessels may be subject to various dynamic forces generated by its propulsion system as well as the environment in which it operates. Any reference to vessel attitude may be defined as relative to three rotational axes including pitch attitude or rotation about the Y, transverse or sway axis, roll attitude or rotation about the X, longitudinal or surge axis, and yaw attitude or rotation about the Z, vertical or heave axis.

Various features of the example embodiments described herein may be implemented using hardware, software, or a combination thereof and may be implemented in one or more computer systems or other processing systems (e.g., controller/software module 202). Such operations may be completely implemented with machine operations. Useful machines for performing the operation of the exemplary embodiments presented herein include general purpose digital computers or similar devices being specifically configured by software or other means to perform such operations. With respect to hardware, a CPU typically includes one or more components, such as one or more microprocessors for performing the arithmetic and/or logical operations required for program execution, and storage media, such as one or more disk drives or memory cards (e.g., flash memory) for program and data storage, and a random access memory for temporary data and program instruction storage. With respect to software, a CPU typically includes software (i.e., computer-readable or computer-executable instructions) resident on a non-transitory computer-readable storage media (e.g., a disk drive or memory card), which, when executed, directs the CPU in performing transmission and reception functions.

The CPU software may run on an operating system stored on the storage media, such as, for example, UNIX or Windows (e.g., NT, XP, Vista), Linux, and the like, and can adhere to various protocols such as the Ethernet, ATM, TCP/IP, CAN, LIN protocols and/or other connection or connectionless protocols. As is known in the art, CPUs can run different operating systems, and can contain different types of software, each type devoted to a different function, such as handling and managing data/information from a particular source, or transforming data/information from one format into another format. It should thus be clear that the embodiments described herein are not to be construed as being limited for use with any particular type of server computer, and that any other suitable type of device for facilitating the exchange and storage of information may be employed instead.

A CPU may be a single CPU, or may include multiple separate CPUs, wherein each is dedicated to a separate application, such as, for example, a data application, a voice application, and a video application. Software embodiments of the example embodiments presented herein may be provided as a computer program product, or software, that may include an article of manufacture on a machine-accessible or non-transitory computer-readable medium (i.e., also referred to as “machine readable medium”) having instructions. The instructions on the machine-accessible or machine-readable medium may be used to program a computer system or other electronic device. The machine-readable medium may include, but is not limited to, floppy diskettes, optical disks, CD-ROMs, magneto-optical disks, USB thumb drives, and SD cards or other type of media/machine-readable medium suitable for storing or transmitting electronic instructions. The techniques described herein are not limited to any particular software configuration. They may find applicability in any computing or processing environment. The terms “machine-accessible medium,” “machine-readable medium,” and “computer-readable medium” used herein shall include any non-transitory medium that is capable of storing, encoding, or transmitting a sequence of instructions for execution by the machine (e.g., a CPU or other type of processing device) and that cause the machine to perform any one of the methods described herein. It is to be noted that it is common—as a person skilled in the art can contemplate-in the art to speak of software, in one form or another (e.g., program, procedure, process, application, module, unit, logic, and so on) as taking an action or causing a result. Such expressions are merely a shorthand way of stating that the execution of the software by a processing system causes the processor to perform an action to produce a result.

The use of the terms “a” and “an” and “the” and similar referents in the context of describing the invention (especially in the context of the following claims) is to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms “comprising,” “having,” “including,” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.

The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. It is understood that the preceding is merely a detailed description of some examples and embodiments of the present disclosure, and that numerous changes to the disclosed embodiments may be made in accordance with the disclosure made herein without departing from the spirit or scope of the disclosure. The preceding description, therefore, is not meant to limit the scope of the disclosure, but to provide sufficient disclosure to allow one of ordinary skill in the art to practice the disclosure without undue burden.

It is further understood that the scope of the present disclosure fully encompasses other embodiments that may become obvious to those skilled in the art in view of the foregoing disclosure and examples. Features illustrated or described as part of one embodiment can be used in another embodiment to yield a still further embodiment. Thus, it is intended that the present disclosure cover such modifications and variations as come within the scope of the appended claims and their equivalents. It is to be understood by one of ordinary skill in the art that the present discussion is a description of exemplary embodiments only, and is not intended as limiting the broader aspects of the present disclosure, which broader aspects are embodied in the exemplary constructions.