A watercraft safety lighting system includes one or more light sensors for measuring ambient light levels, which are operatively connected to an electronic controller, such as a programmable logic controller or any suitable programmable computing device. The navigation lights are operatively connected to the electronic controller, as well as docking lights, interior lights, and instrument panel lighting, such as the lighting for gauges, instrument panels, video screens, GPS monitors, and the like. When ambient light levels reach a predetermined level of low light (as darkness is setting in, for example), the electronic controller is programmed to switch on the navigation lights, and to adjust other lighting to appropriate levels for night-time operations. The system may also shut off docking lights at a predetermined speed after dark, and may include alarms to warn the boat captain of improper lighting settings in low-light conditions.

A watercraft safety lighting system includes one or more light sensors for measuring ambient light levels, which are operatively connected to an electronic controller, such as a programmable logic controller or any suitable programmable computing device. The navigation lights are operatively connected to the electronic controller, as well as docking lights, interior lights, and instrument panel lighting, such as the lighting for gauges, instrument panels, video screens, GPS monitors, and the like. When ambient light levels reach a predetermined level of low light (as darkness is setting in, for example), the electronic controller is programmed to switch on the navigation lights, and to adjust other lighting to appropriate levels for night-time operations. The system may also shut off docking lights at a predetermined speed after dark, and may include alarms to warn the boat captain of improper lighting settings in low-light conditions.

A system assists the driving of a ship and is configured to estimate the structural loads of the ship due to the direct wave excitation, and structural loads of the ship due to the whipping effect caused by the wave slamming. The system includes at least one reference sensor adapted to provide an indication of a motion or stress magnitude at a predetermined point of the ship structure, and is further configured to calculate an estimate of the magnitude at the predetermined point in the ship structure, compare the indication of magnitude with the estimate of the magnitude so as to determine an offset value, and correct the estimates of the structural loads and/or the estimate of the magnitude on the basis of the offset value.

A system assists the driving of a ship and is configured to estimate the structural loads of the ship due to the direct wave excitation, and structural loads of the ship due to the whipping effect caused by the wave slamming. The system includes at least one reference sensor adapted to provide an indication of a motion or stress magnitude at a predetermined point of the ship structure, and is further configured to calculate an estimate of the magnitude at the predetermined point in the ship structure, compare the indication of magnitude with the estimate of the magnitude so as to determine an offset value, and correct the estimates of the structural loads and/or the estimate of the magnitude on the basis of the offset value.

A touch screen may be utilized by a marine electronic device to easily enter a route in relation to a chart. The marine electronic device may automatically determine and join geographic points associated with the chart to generate a route based on a touch pattern. The marine electronic device may be configured to complete the route to form a route loop in instances in which the start and end of the touch pattern are within a predetermined distance. The completion of the route may be accomplished by connecting the end point to the start point or by “snapping” the end point to the start point, e.g. shifting the end point to the start point. Additionally or alternatively, a user may use pre-determined route snippets to quickly and easily alter a route.

Many different types of systems are utilized or tasks are performed in a marine environment. The present invention provides various configurations of unmanned vehicles, or drones, that can be operated and/or controlled for such systems or tasks. One or more unmanned vehicles can be integrated with a dedicated marine electronic device of a marine vessel for autonomous control and operation. Additionally or alternatively, the unmanned vehicle can be manually remote operated during use in the marine environment. Such unmanned vehicles can be utilized in many different marine environment systems or tasks, including, for example, navigation, sonar, radar, search and rescue, video streaming, alert functionality, among many others. However, as contemplated by the present invention, the marine environment provides many unique challenges that may be accounted for with operation and control of an unmanned vehicle.

Apparatuses, methods, and computer-readable medium for navigation safety and collision prevention are described herein. The apparatus may cause the collection of marine electronic data from marine data sources. Marine data sources may include a radar system, a sonar system, a position system, a tracking system, and/or a chart system. The apparatus may further determine, based upon the marine electronic data, the presence of a hazard in the projected path of the watercraft. The apparatus may determine if the hazard is within a threshold distance and, in response, may cause the watercraft to stop before reaching the hazard. In some instances, the apparatus may transmit a warning alert to the watercraft operator, and after a predetermined period of time without response by the operator, the apparatus may cause the watercraft to stop to prevent collision with the hazard.

A navigation system for a marine vessel incudes one or more proximity sensors, each at a sensor location on the marine vessel and configured to measure proximity of objects in an area surrounding the marine vessel and generate proximity measurements, and a control system configured to receive the proximity measurements measured by the one or more proximity sensors. From the received proximity measurements, four linearly-closest proximity measurements to the marine vessel are identified, including one closest proximity measurement to the marine vessel in each of a positive X direction, a negative X direction, a positive Y direction, and a negative Y direction. A most important object (MIO) dataset is generated identifying the four linearly-closest proximity measurements and propulsion of the marine vessel is controlled based at least in part on the MIO dataset.

A navigation system for a marine vessel incudes one or more proximity sensors, each at a sensor location on the marine vessel and configured to measure proximity of objects in an area surrounding the marine vessel and generate proximity measurements, and a control system configured to receive the proximity measurements measured by the one or more proximity sensors. From the received proximity measurements, four linearly-closest proximity measurements to the marine vessel are identified, including one closest proximity measurement to the marine vessel in each of a positive X direction, a negative X direction, a positive Y direction, and a negative Y direction. A most important object (MIO) dataset is generated identifying the four linearly-closest proximity measurements and propulsion of the marine vessel is controlled based at least in part on the MIO dataset.

A marine vessel includes a hull and a steering system. The steering system includes at least one nautical equipment, a steering mechanism to adjust a traveling direction of the hull, and an input terminal to receive an input from a user. The steering mechanism includes a steering wheel with an operation switch to operate the at least one nautical equipment. The input terminal is operable to allow the user to associate the at least one nautical equipment with the operation switch.