ADVANCED CRASH REVERSAL PROPULSION SYSTEM FOR MARINE VESSEL

Abstract

A method for controlling a marine propulsion system (MPS) in an imminent crash reversal maneuver is disclosed. The method comprises the steps of: configuring a shift protection type (SPT) to be a Basic Crash Reversal (BCR) or an Advanced Crash Reversal (ACR); configuring parameters for the ACR, including: configuring an Acceleration Time (AT) and a Deceleration Time (DT); configuring a Shift Protection Hold Time (SPHT); configuring an ACR Shift Out of Gear Time (SOGT) and an ACR Shift To Neutral Time (STNT); executing, via a control processor, an Advanced Shift Protection Activation phase, a Shift Request phase, a Slow Vessel Movement Shift Protection phase, a Crash Reversal phase, a Neutral Hold phase, an Engine Recovery phase, and a Normal Shift Protection phase; and restoring a throttle and a gear control to an operator upon completion of a crash reversal maneuver.

Claims

1. A method for controlling a marine propulsion system (MPS) in an imminent crash reversal maneuver, the method comprising the steps of: configuring a shift protection type (SPT) to be a Basic Crash Reversal (BCR) or an Advanced Crash Reversal (ACR); configuring parameters for the ACR, including: configuring an Acceleration Time (AT) and a Deceleration Time (DT); configuring a Shift Protection Hold Time (SPHT); configuring an ACR Shift Out of Gear Time (SOGT) and an ACR Shift To Neutral Time (STNT); executing, via a control processor, an Advanced Shift Protection Activation phase, a Shift Request phase, a Slow Vessel Mode Shift Protection phase, a Crash Reversal phase, a Neutral Hold phase, an Engine Recovery phase, and a Normal Shift Protection phase; performing, in the Normal Shift Protection phase, a Normal Shift Into Gear (NSIG) gear shift or an Advanced Shift Into Gear (ASIG) gear shift; and restoring a throttle and a gear control to an operator upon completion of a crash reversal maneuver.

2. The method of claim 1, further comprising configuring optional variables for the ACR, including: a Crash Reversal Enable Disable Engine Speed (CREDES) to define a threshold engine speed that triggers the crash reversal maneuver; a Crash Reversal Disable Delay Time (CRDDT) to determine a time lag after which the ACR is deactivated once an engine speed falls below the CREDES; and a Crash Reversal Enable Delay Time (CREDT) to specify a delay period before activating the ACR when the engine speed exceeds the CREDES, thereby allowing for a buffered response to sudden engine speed variations.

3. The method according to claim 1, wherein activating the Advanced Shift Protection Activation phase further includes: evaluating whether a gear shift has been requested; evaluating whether a Crash Reversal flag should be set to ON or OFF determining whether the Slow Vessel Mode Shift Protection should be activated or deactivated; and calculating a Calculated Deceleration Time (CDT) to define the timing and execution of gear shifts.

4. The method of claim 1, wherein the Shift Request phase includes: entering the Shift Request phase when a gear shift from Forward to Reverse is performed.

5. The method according to claim 1, wherein activating the Slow Vessel Mode Shift Protection (SVMSP) phase further includes: entering the SVMSP phase when (a) either a CREDES and CREDT are less than zero and a Calculated Deceleration Time (CDT) is less than a predetermined percentage of a Deceleration Time, or (b) a Crash Reversal flag is set to OFF; evaluating whether a Slow Vessel Mode Shift Protection Engine Speed Limit (SVMSPESL) is configured greater than zero; and setting a Shift Speed (SS) to equal the SVMSPESL before entering the SVM Shift Into Gear phase.

6. The method according to claim 1, wherein activating the Crash Reversal phase further includes: evaluating if: (a) CREDES and CREDT are both greater than zero or CDT is greater than a predetermined percentage of a Deceleration Time; and (b) a Crash Reversal flag is set to ON; setting a Shift Speed (SS) during a Crash Reversal state equal to a Crash Reversal Engine Speed Limit (CRESL); assessing whether an ACR Shift Out of Gear Time (ACRSOGT) and an ACR Shift To Neutral Time (ACRSTNT) are greater than zero; performing a Shift Out of Gear when ACRSOGT and ACRSTNT are greater than zero; waiting for deceleration when either or both ACRSOGT and ACRSTNT are less than zero.

7. The method according to claim 1, wherein activating the Neutral Hold phase further includes: managing transitions between different operational modes of the MSP, temporarily holding a transmission in a neutral state; initiating the Hold in Neutral Phase; starting a Neutral Hold Time Counter (NHTC) and an ACR Shift To Neutral Time Counter (ACRSTNTC); and commanding the MSP to maintain neutral gear until the NHTC elapses.

8. The method of claim 1, wherein the Normal Shift Protection phase includes: ensuring protection of an engine and the transmission during the NSIG gear shift and the ASIG gear shift; evaluating whether a Shift Protection Hold Time Counter (SPHTC) has elapsed for the NSIG gear shift, and if so, returning control to the operator; and. evaluating whether an ACR Shift Into Gear Time Counter (ACR SIGTC) has elapsed for the ASIG gear shift, and if so, returning control to the operator.

9. A marine propulsion system (MPS) for controlling a marine vessel, the system comprising: an engine, a transmission, a propeller shaft, and a propeller for propelling the marine vessel; a Propulsion Control Processor (PCP) operatively controlling the engine and the transmission; the PCP is configured to: enable and configure a shift protection type (SPT) to be a Basic Crash Reversal (BCR) or an Advanced Crash Reversal (ACR); activate an Advanced Crash Reversal (ACR) sequence based on detected scenarios; and control the engine and transmission to execute the ACR sequence for a Normal Shift Into Gear (NSIG) gear shift or an Advanced Shift Into Gear (ASIG) gear shift, including adjustments in engine speed and gear shifts; and restoring a throttle and a gear control to an operator upon completion of a crash reversal maneuver.

10. The MPS of claim 9, wherein the PCP configured to execute an Advanced Shift Protection Activation phase, a Shift Request phase, a Slow Vessel Mode Shift Protection phase, a Crash Reversal phase, a Neutral Hold phase, an Engine Recovery phase, and a Normal Shift Protection phase; and the PCP is configured with variables, including: an Acceleration Time (AT), a Deceleration Time (DT), a Shift Protection Hold Time (SPHT); an ACR Shift Out of Gear Time (SOGT), and an ACR Shift To Neutral Time (STNT).

11. The MPS of claim 9, wherein the PCP is configured with optional variables for the ACR, including: a Crash Reversal Enable Disable Engine Speed (CREDES) to define a threshold engine speed that triggers the crash reversal maneuver; a Crash Reversal Disable Delay Time (CRDDT) to determine a time lag after which the ACR is deactivated once an engine speed falls below the CREDES; and a Crash Reversal Enable Delay Time (CREDT) to specify a delay period before activating the ACR when the engine speed exceeds the CREDES, thereby allowing for a buffered response to sudden engine speed variations.

12. The MPS of claim 9, wherein activating the Advanced Shift Protection Activation phase further configured to: evaluate whether a gear shift is requested; evaluate whether a Crash Reversal flag should be set to ON or OFF determine whether the Slow Vessel Mode Shift Protection should be activated or deactivated; and calculate a Calculated Deceleration Time (CDT) to define the timing and execution of gear shifts.

13. The MPS of claim 9, wherein the Shift Request phase further configured to: enter the Shift Request phase when a gear shift from Forward to Reverse is performed.

14. The MPS of claim 9, wherein activating the Slow Vessel Mode Shift Protection (SVMSP) phase further configured to: entering SVMSP phase when (a) either a CREDES and CREDT are less than zero and a Calculated Deceleration Time (CDT) is less than a predetermined percentage of a Deceleration Time, or (b) a Crash Reversal flag is set to OFF; evaluating whether a Slow Vessel Mode Shift Protection Engine Speed Limit (SVMSPESL) is configured greater than zero; and setting a Shift Speed (SS) to equal the SVMSPESL before entering the SVM Shift Into Gear phase.

15. The MPS of claim 9, wherein activating the Crash Reversal phase further configured to: evaluating if: (a) CREDES and CREDT are both greater than zero or CDT is greater than a predetermined percentage of a Deceleration Time; and (b) a Crash Reversal flag is set to ON; setting a Shift Speed (SS) during a Crash Reversal state equal to a Crash Reversal Engine Speed Limit (CRESL); assessing whether an ACR Shift Out of Gear Time (ACRSOGT) and an ACR Shift To Neutral Time (ACRSTNT) are greater than zero; performing a Shift Out of Gear when ACRSOGT and ACRSTNT are greater than zero; waiting for deceleration when either or both ACRSOGT and ACRSTNT are less than zero.

16. The MPS of claim 9, wherein activating the Neutral Hold phase further configured to: manage transitions between different operational modes of the MSP, temporarily holding a transmission in a neutral state; initiate the Hold in Neutral Phase; start a Neutral Hold Time Counter (NHTC) and an ACR Shift To Neutral Time Counter (ACRSTNTC); and command the MSP to maintain neutral gear until the NHTC elapses.

17. The MPS of claim 9, wherein the Normal Shift Protection phase further configured to: ensuring protection of an engine and the transmission during the NSIG gear shift and the ASIG gear shift; evaluating whether a Shift Protection Hold Time Counter (SPHTC) has elapsed for the NSIG gear shift, and if so, returning control to the operator; and. evaluating whether an ACR Shift Into Gear Time Counter (ACR SIGTC) has elapsed for the ASIG gear shift, and if so, returning control to the operator.

18. An automated crash reversal (ACR) system for a marine propulsion system (MPS), comprising: an ACR logic having operational phases for executing a crash reversal maneuver, the operational phases including an Advanced Shift Protection Activation (ASPA), a Shift Request, a Crash Reversal, a Slow Vessel Movement Shift Protection (SVMSP), a Normal Shift Protection, an Engine Recovery, and a Neutral Hold; a Propulsion Control Processor (PCP) for implementing the ACR logic with configured variables including an Acceleration Time (AT), a Deceleration Time (DT), a Shift Protection Hold Time (SPHT), an ACR Shift Out of Gear Time (SOGT), and an ACR Shift To Neutral Time (STNT); and the PCP configured to return control of a throttle and a gear shift to the operator after a crash reversal maneuver.

19. The ACR system of claim 18, wherein the PCP further comprises: a configuration for a Crash Reversal Enable Disable Engine Speed (CREDES), defining a threshold engine speed to initiate the crash reversal maneuver; a configuration for a Crash Reversal Disable Delay Time (CRDDT), determining a delay period after which the ACR is deactivated if the engine speed falls below the CREDES; and a configuration for a Crash Reversal Enable Delay Time (CREDT), specifying a delay before activating the ACR when the engine speed exceeds the CREDES.

20. The ACR system of claim 18, wherein: during the Advanced Shift Protection Activation phase, the PCP evaluates whether a gear shift has been requested, determines the status of a Crash Reversal flag, and decides whether the Slow Vessel Mode Shift Protection should be activated or deactivated; the ACR system enters the Shift Request phase upon performing a gear shift from Forward to Reverse; the Slow Vessel Mode Shift Protection (SVMSP) phase is activated when (a) either a CREDES and CREDT are less than zero and a Calculated Deceleration Time (CDT) is less than a predetermined percentage of a Deceleration Time, or (b) a Crash Reversal flag is set to OFF; a Slow Vessel Mode Shift Protection Engine Speed Limit (SVMSPESL) is assessed and if configured greater than zero, the Shift Speed (SS) is set equal to the SVMSPESL before entering the SVM Shift Into Gear phase; and the PCP evaluates, in the Crash Reversal phase, if a Crash Reversal flag is set to ON, assesses whether to conduct the NSIG gear shift or the ASIG gear shift.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] FIG. 1 is a schematic of a Machine Propulsion System (MPS), according to an embodiment of the present disclosure.

[0010] FIG. 2 is a block diagram of the MSP of FIG. 1, according to an embodiment of the disclosure.

[0011] FIG. 3 is a block diagram of the Advanced Crash Reversal modules in the MSP of FIG. 1, according to an embodiment of the disclosure.

[0012] FIG. 4 is a flowchart depicting a method of programming an SPS for the ACR of FIG. 3, according to another embodiment of the present disclosure.

[0013] FIG. 5 is a flowchart depicting an operation of the ACR of FIG. 3 for the MSP of FIG. 1, according to another embodiment of the present disclosure.

[0014] FIGS. 6-8 are portions of the flowchart of FIG. 5, according to an embodiment of the present disclosure.

[0015] FIG. 9 is an operation of the ACR in a vessel, according to an embodiment of the present disclosure.

[0016] The figures depict one embodiment of the presented disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles described herein.

DETAILED DESCRIPTION

[0017] Referring now to the drawings, and with specific reference to the depicted example, a Marine Propulsion System (MPS) 100 is illustrated in FIG. 1. The MPS 100 may be housed in, provide power to, and operatively propel a marine vessel, such as a container ship, tanker, passenger ship, fishing vessel, motor yacht, personal watercraft, or other vessel, where no limitation is intended herein. While the following detailed description describes an exemplary aspect in connection with the MPS 100, it should be appreciated that the description applies equally to the use of the present disclosure in other propulsion systems as well.

[0018] The MPS 100 may comprise an engine 102 or power unit, a transmission 104, a propeller shaft 106, a propeller 108, and, in some embodiments, a shaft brake 110. During operation of the MPS 100, torque generated by the engine 102 may be transferred through the transmission 104 and the propeller shaft 106 to rotate the propeller 108, thereby driving the marine vessel through a body of water. Further, the transmission 104 may control a direction of rotation of the propeller 108 by shifting into one of a Forward Gear (F), a Neutral Gear (N), or a Reverse Gear (R).

[0019] Turning now to FIG. 2, a block diagram of the MPS 100 is illustrated, according to one embodiment of the disclosure. The MPS 100 may further comprise a Propulsion Control Processor (PCP) 200, which operatively controls the engine 102, the transmission 104, and, where applicable, the shaft brake 110. In some embodiments, the MPS 100 may further comprise an engine control unit (ECU) 202 for operatively controlling the engine 102 and a transmission control unit (TCU) 204 for operatively controlling the transmission 104. The PCP 200 may communicate with the engine 102 via the ECU 202 and the transmission 104 via the TCU 204. The ECU 202 and TCU 204 may be included or embodied in the PCP 200 and constitute the same component and, in other embodiments, the ECU 202 and TCU 204 may each constitute a separate component of the MPS 100.

[0020] The MPS 100 may be configured to be operatively controlled by an operator through one or more operator controls, including a throttle 206 and a gear shift 208. The throttle 206 may operatively control the engine 102 and, more specifically, an Engine Speed (ES) of the engine 102. The gear shift 208 may operatively control the transmission 104 and, more specifically, a Current Gear (G) of the transmission 104. The PCP 200 may further be programmed to enable, configure, activate, execute, and/or deactivate one or more Shift Protection Sequence(s) (SPS) during an operation of the marine vessel.

[0021] The PCP 200 in the MPS 100 may control vessel operational systems 210 associated with a vessel. The vessel operational systems 210 may be one of many operating systems found within the MPS 100 such as an ignition system, a fuel injection system, an oil transport system, a power system, a braking system, a cooling system, a navigation system, a lighting system, an alarm system, a battery system, and/or other propulsion systems, as generally known in the arts. These systems may also include one or more hydraulic, mechanical, electronic, and software-based components in which the PCP 200 may communicate with and control, as generally known in the arts.

[0022] The MPS 100 may comprise two or more separate and independent sets of the engine 102, the transmission 104, the propeller shaft 106, the propeller 108, and, where applicable, the shaft brake 110, one of each located on a port side and a starboard side of the marine vessel. In such embodiments, separate throttles 206 and gear shifts 208 may be configured to operatively control each side and set of the MPS 100.

[0023] For the purposes of the present disclosure, the term requested may refer to any request input from the operator through the throttle 206 or the gear shift 208. For example, the operator may input a Requested Engine Speed (RES) or a Requested Gear (RG) by altering a state of the throttle 206 and the gear shift 208, respectively. The state of the throttle 206 and/or the gear shift 208 are then communicated to the PCP 200. In some circumstances, the PCP 200 may operatively communicate the RES to the engine 102 via the ECU 202, and/or the PCP 200 may operatively communicate the RG to the transmission 104 via the TCU 204. More specifically, the PCP 200 may directly convert the RES and/or the RG into a Commanded Engine Speed (CES) and/or a Commanded Gear (CG), respectively, which may be in the form of a Pulse Wave Modulation (PWM) signal or related protocol known in the art. However, in other circumstances, the PCP 200 may determine that an SPS should be activated, for example, where an immediate gear reversal at the current ES could stall the engine 102. In these circumstances, the PCP 200 may override the input from the operator by activating and executing one of a plurality of enabled SPS. Once the SPS is deactivated, control of the throttle 206 and the gear shift 208 may be returned to the operator.

[0024] For the purposes of the present disclosure, the term commanded may refer to any command communicated from the PCP 200 to the engine 102, the ECU 202, the transmission 104, or to the TCU 204. For example, the PCP 200 may communicate the CES or the CG to the engine 102 and to the transmission 104, respectively. As previously discussed, the CES and/or the CG may be derived from the RES and/or the RG, or they may be derived from the shift protection logic of an active SPS. In some embodiments, the CES and the CG may take the form of a PWM signal or related protocol known in the art.

[0025] For the purposes of the present disclosure, the term Engine Speed (ES) may refer to an actual or measured RPM of the engine 102, and may be distinguished from the RES or the CES. Likewise, the term Current Gear (G) may refer to an actual gear of the transmission 104, and may be distinguished from the RG or the CG. It should be understood that, even if the CES is communicated to the engine 102 or the ECU 202, the ES may differ from the CES due to normal acceleration, deceleration, and/or variance of the engine 102. Likewise, it should be understood that, even if the CG is communicated to the transmission 104, the G may briefly differ from the CG due to normal shifting mechanisms, and mechanisms and/or protocols which are not discussed in the present disclosure.

[0026] Referring now to FIG. 3, a block diagram of an Advanced Crash Reversal (ACR) 300 system is illustrated, according to an embodiment of the disclosure. The ACR 300 is a system designed to enhance the safety and maneuverability of marine vessels of any size, particularly in emergency situations. The ACR 300 system comprises several interconnected modules, each playing a role in the execution during a crash avoidance event. These modules or phases include: an Advanced Shift Protection Activation 302 (ASPA), a Shift Request 304, a Crash Reversal 306, a SVM Shift Protection 308, a Normal Shift Protection 310, an Engine Recovery 312, a Neutral Hold 314, and an Operator Control 316.

[0027] The ASPA 302 serves to monitor various vessel parameters and operational conditions to determine when a crash reversal should be activated as the BCR or the ACR 300. This module is crucial in assessing potential collision scenarios and deciding the optimal timing for initiating the ACR 300 protocol. The Shift Request Phase Module 304 manages the transition of gears, responding to the operator's input or automated control signals. This module ensures smooth and timely gear shifts, which are crucial for avoiding or mitigating collision impacts.

[0028] The Crash Reversal Module 306 implements the actual crash reversal maneuver by rapidly adjusting the MPS 100 for rapidly changing the vessel's direction and speed to calculate the most effective response based on the vessel's current dynamics and the configured crash reversal strategy under a BSP or ASP. The SVM Shift Protection Module 308 fine-tunes the engine 102 and the transmission 104 settings to prevent damage during slow-speed maneuvers.

[0029] The Normal Shift Protection Module 310 is responsible for ensuring the protection of the engine 102 and transmission 104 during regular gear shifts. It employs safety checks and balances to maintain the mechanical integrity of the vessel during normal operations. It carefully monitors the engine 102 and makes necessary adjustments, ensuring that the engine 102 returns to a stable operational state after intensive maneuvers like a crash reversal. The Engine Recovery Module 312 stabilizes the engine to prevent stalling during a RES or RG before a normal shift protection or after an ACR 300.

[0030] The Neutral Hold Module 314 manages transitions between different operational modes of the vessel, temporarily holding the transmission 104 in a neutral state when necessary, such as during the transition phases of the ACR 300 maneuver. The Operator Control Module 316 allows the vessel operator to regain control over the vessel once the ACR 300 sequence is complete. This module ensures a seamless transfer of control from the automated system back to the operator, maintaining safety and operational efficiency.

[0031] Turning now to FIG. 4, a pre-activation operation 400 of programming an SPS to protect the engine 102 and the transmission 104 of a marine vessel during gear shifting for crash avoidance is illustrated, according to one embodiment of the disclosure. In an operation 402, the Shift Protection Type (SPT) may be configured to be a Basic Shift Protection (BSP) or an Advanced Shift Protection (ASP).

[0032] In an operation 404, the required SPS variables are configured. The SPS variables may be programmed into the PCP 200 by a technician, an engineer, an operator, an Original Equipment Manufacturer (OEM), or similar personnel. The one or more SPS may be enabled and tuned via the enablement and configuration of a plurality of SPS variables. For example, the enablement and configuration of the SPS variables by the technician may effectively dictate which SPS variables are enabled for the MPS 100; and may further dictate an activation logic, a deactivation logic, and/or a shift protection logic for a Normal Shift Into Gear (NSIG) or an Advanced Shift Into Gear (ASIG) for the MPS 100. The enablement and configuration of some SPS variables are required, while the enablement and configuration of other SPS variables are optional, as in an operation 406.

[0033] Once the SPT is configured in operation 402, a plurality of required SPS variables are configured, in the operation 404. The required SPS variables must be configured regardless of the SPT and regardless of which SPS are enabled. The configuration of the plurality of SPS variables may include configuring: an Acceleration Time (AT); a Deceleration Time (DT); a Shift Protection Hold Time (SPHT); an ACR Shift out of Gear Time (ACR SOGT); and an ACR Shift to Neutral Time (ACR STNT).

[0034] The optional SPS variables in operation 406 may also be configured, the optional SPS variables may include further configuring: a Crash Reversal Engine Speed Limit (CRESL); Crash Reversal Enable Disable Engine Speed (CREDES); a Crash Reversal Enable Delay Time (CREDT); a Crash Reversal Disable Delay Time (CRDDT); a Crash Reversal Exit Engine Speed (CREES); and an ACR Shift into Gear Time (ACR SIGT).

[0035] In some embodiments, the enablement and configuration of the optional SPS variables may be at the discretion of the manufacturer, technician, engineer, operator, the OEM, customer, etc. By default, a plurality of SPS variables may be enabled by the PCP 200 according to the SPT. If the SPT is configured to be the BSP, by default, a Normal Shift Protection (NSP) and a Basic Crash Reversal (BCR) are enabled. If the SPT is configured to be the ASP, the ACR will be performed. The BSP includes only time-based SPS, i.e. an SPS which executes time-based shift protection logic for a NSIG. The ASP may include both time-based SPS, speed-based SPS, and operating-variable-based SPS, i.e. an SPS which execute both time-based and operating-variable-based shift protection logic for the ASIG. In some embodiments, the ASP may include different time-based parameters compared to its BSP counterparts. In other embodiments, the operating-variable-based shift protection logic of the ASP may execute quicker than the time-based shift protection logic of its BSP counterparts.

[0036] While the above describe the default enabled SPS for each SPT, the SPS of the ASP may nonetheless be manually and incrementally enabled and added as an additional logic route along with the BSP by the technician. Likewise, the SPS of the ASP may be manually and incrementally disabled and removed from the SPS by the technician. In this manner, the MPS 100 of the present disclosure may incorporate a modular shift protection logic including both simple, time-based SPS and complex, operating-variable based SPS in the same package for determining whether the NSIG or the ASIG occurs to protect the transmission in a gear change for a crash reversal. In addition, if the SPT is configured to be the ASP, a Slow Vessel Mode Shift Protection (SVMSP) is also enabled.

[0037] Referring now to FIG. 5, an ACR logic operation 500 for the ACR 300 is illustrated, according to an embodiment of the disclosure. FIGS. 5-8 further illustrate the advanced crash reversal logic flow 500 for the ACR 300 in the MPS 100. In FIGS. 5-8, the dashed arrows represent the Advanced Shift Protection SPS and the non-dashed lines represent the Basic Shift Protection SPS in which the PCP 200 may follow in the ACR logic operation 500.

[0038] LEGEND For FIGS. 5-8: AAT: Actual Acceleration Time; ACR: Advanced Crash Reversal; AES: Average Engine Speed; AT: Acceleration Time; CDT: Calculated Deceleration Time; CDTC: Calculated Deceleration Time Counter; CES: Commanded Engine Speed; CG: Commanded Gear; CR: Crash Reversal; CRADES: Crash Reversal Average Disable Engine Speed; CRAEES: Crash Reversal Average Enable Engine Speed; CRESL: Crash Reversal Engine Speed Limit; CRDDT: Crash Reversal Disable Delay Time; CREDES: Crash Reversal Enable Disable Engine Speed; CREDT: Crash Reversal Enable Delay Time; CREES: Crash Reversal Exit Engine Speed; CTS: Crank Terminate Time; DT: Deceleration Time; ES: Engine Speed; G: Current Gear; FWDForward; HI: High Idle Engine Speed; LI: Low Idle Engine Speed; MESTS: Maximum Engine Speed To Shift; NEU: Neutral Gear; NHT: Neutral Hold Time; NHTC: Neutral Hold Time Counter; RES: Requested Engine Speed; REV: Reverse; RG: Requested Gear; SIGT: Shift into Gear Time; SIGTC: Shift Into Gear Time Counter; SOGNH: Shift Out of Gear Neutral Hold; SOGT: Shift Out of Gear Time; SOGTC: Shift Out of Gear Time Counter; STNT: Shift to Neutral Time; STNTC: Shift to Neutral Time Counter; SPESL: Shift Protection Engine Speed Limit; SPHT: Shift Protection Hold Time; SPHTC: Shift Protection Hold Time Counter; SS: Shifting Speed; SVMAEES: Slow Vessel Mode Average Enable Engine Speed; SVMADES: Slow Vessel Mode Average Disable Engine Speed; SVMSP: Slow Vessel Mode Shift Protection; SVMSPESL: SVMSP Engine Speed Limit; SVMSPEDES: SVMSP Enable/Disable Engine Speed; SVMSPDT: SVMSP Disable Time; SVMSPET: SVMSP Enable Time; SVMSPHT: SVMSP Hold Time; SVMSPHTC: SVMSP Hold Time Counter; SVMSS: Slow Vessel Mode Set Speed; TDPL: Transmission Disengaged Pressure Limit; TEPL: Transmission Engaged Pressure Limit; TOP: Transmission Oil Pressure.

[0039] Referring now to FIG. 6, a schematic representation of the ASPA 302 module within the ACR 300 is illustrated, according to an embodiment of the disclosure. The ASPA 302 continually evaluates the state of the vessel to determine appropriate actions during a gear shift by the gear shift 208. In a phase 600, the ASPA 302 evaluates whether the vessel operator has requested a gear shift, ensuring that any shift in gears aligns with the operator's intentions and current operational conditions of the vessel.

[0040] In a phase 602, upon detection of a gear shift request, the ASPA 302 assesses whether the Crash Reversal flag should be set to ON or OFF. This decision is based on a variety of factors, including the current speed, direction, and environmental conditions surrounding the vessel, thereby enhancing safety during potentially hazardous maneuvers. In a phase 604, subsequently or concurrently, the ASPA 302 determines whether the SVM Shift Protection flag should be activated (ON) or deactivated (OFF). This decision aids in protecting the vessel's transmission system during slow-speed maneuvers, reducing the risk of mechanical damage.

[0041] In a phase 606, after evaluating the Crash Reversal and SVM Shift Protection flags, the ASPA 302 calculates the Crash Delay Time (CDT). The CDT determines the timing and execution of gear shifts based on the vessel's dynamic state and operational requirements. For the purposes of the present disclosure, the CDT defines an estimated period of time required for the marine vessel to fully decelerate. In an embodiment, the CDT may be calculated using the following equation:

[00001]$\mathrm{CDT}=\mathrm{DT}*\left(\frac{\mathrm{AAT}}{\mathrm{AT}}\right)*\left(\frac{\mathrm{AES}-\mathrm{SVMSS}}{\mathrm{HI}-\mathrm{SVMSS}}\right)$

[0042] A Calculated Deceleration Time Counter (CDTC) associated with the CDT may begin to count down as soon as the any SPS enters a Shift Request Phase (SR-phase), which will be discussed in greater detail further below.

[0043] In a phase 608, the ASPA 302 kicks out to the Shift Request Phase 304 when a gear shift has been requested to the REV gear. This phase combines the operator's request with the statuses of the Crash Reversal and SVM Shift Protection flags, along with the CDT, to execute gear shifts that comply with safety and operational efficiency parameters. In the phase 608, if the requested gear (RG) changes has not changed to the REV gear, then the PCP 200 begins to evaluate the crash reversal activation 602 phase.

[0044] Within the phase 602, in a step 610, the PCP 200 evaluates the Crash Reversal Enable Disable Engine Speed (CREDES) parameter. If CREDES is greater than zero, then the system proceeds to compare the Crash Reversal Average Enable Engine Speed (CRAEES) with CREDES over the Crash Reversal Enable Delay Time (CREDT), in a step 612. If this condition holds true, the system sets the Crash Reversal (CR) flag to ON, in a step 614, and then moves to the SVM Shift Protection Activation phase. If the condition CREDES>0 is false in step 610, then the ASPA 302 directly advances to the SVM Shift Protection Activation phase without altering the CR flag.

[0045] If the comparison of CRAEES<CREDES over CREDT is false, the system then checks if CRADES is less than CREDES over the Crash Reversal Disable Delay Time (CRDDT), in a step 616. If this condition is true, the ASPA 302 sets the CR flag to OFF and then proceeds to the SVM Shift Protection Activation phase, in a step 618.

[0046] In each of these phases, the logic flow of ASPA 302 ensures that decisions regarding the activation or deactivation of the Crash Reversal flag are made based on specific, measured parameters, thereby aligning gear shift actions with the current operational state of the vessel.

[0047] Within the phase 604 for the SVM Shift Protection Activation, in a step 620, the PCP 200 evaluates if SVMSPEDES>0. If this condition is false, the process moves to step 622. In step 622, the PCP 200 in ASPA 302 sets SVMSP=OFF and then returns to phase 600 for ongoing monitoring and response to vessel operations. If SVMSPEDES>0 is true in step 620, the ASPA 302 proceeds to step 624. In a step 624, it is evaluated whether SVMAEES<SVMSPEDES over SVMSPET is true. If this condition is true, the process transitions to step 626. In a step 626, with SVMAEES<SVMSPEDES over SVMSPET confirmed, the ASPA 302 sets SVMSP=ON and loops back to phase 600 to continue its monitoring role.

[0048] If the condition at step 624 is not met (SVMAEESSVMSPEDES over SVMSPET), the ASPA 302 moves to step 628. In step 628, the system checks if (SVMADES<SVMSPEDES OR Gear=Neutral) over SVMSPET. If this condition is true, the process advances to step 630. In a step 630, satisfying the condition (SVMADES<SVMSPEDES OR Gear=Neutral) over SVMSPET leads to setting SVMSP=ON. The system then returns to phase 600 for further operations and evaluations. If the condition in step 628 is not met, the ASPA 302 directly returns to phase 600.

[0049] In a phase 608, the ASPA 302 kicks out to the Shift Request Phase 304 when a gear shift has been requested to the REV gear. In a step 632, the gear shift request phase is entered when a gear shift from FWD to REV or REV to FWD is performed. The algorithm will command, via the PCP 200: RG=REV; CG=FWD; RES=AS (Any speed); CES=LI; Start CDTC. In a step 634, the PCP 200 evaluates whether ES<MESTS-50. The evaluation continuously repeats until the condition is true. Once true, the algorithm enters the Crash Reversal 306 phase.

[0050] Referring to FIGS. 7 & 8, once entering the crash reversal phase 306, the SVM Shift Protection 308 phase will be entered if the CR flag is to OFF, in a step 700, AND, CDT is evaluated to be less than 20% of DT not to be affected by CDTC, in a step 701. During ASPA 302, if SVM Shift Protection 308 is set to ON, in a step 800, then an SVM Shift Protection will occur. In a step 802, the PCP 200 software will evaluate if SVMSPESL is configured greater than 0 in ET. If SVMSP is not set to ON in step 800, then the algorithm will enter the Normal Shift Protection 310 Phase, in a step 804. If true, the Shift Speed (SS) will be configured to equal SVMSPESL, in a step 806, before SVM Shift Into Gear Phase is entered, in a step 808. In step 804, during the Normal Shift Into Gear, the PCP 200 will Start the SPHTC, and Command: RG=REV; CG=NEU; RES=AS (Any Speed); CES=SS.

[0051] In step 808, during the SVM Shift Into Gear Phase, the PCP 200 will Start SVMSPHTC and Command: RG=REV; CG=REV; RES=AS (Any Speed); CES=SS. Next, in a step 810, the PCP 200 will determine if SVMSPHT has been configured in ET, if not (value=0), SVMSPHT will default to value configured for SPHT, in a step 812. The PCP 200 will then evaluate whether SVMSPHTC has elapsed, in a step 814. Once SVMSPHTC has elapsed, the operator will regain control of throttle, in phase 316, after the shift and the PCP 200 will Command: RG=REV; CG=REV; RES=AS; and CES-RES, in phase 316.

[0052] Referring to FIG. 7, once entering the crash reversal phase 306, in step 700 the PCP 200 evaluates if CREDES & CREDT are greater than 0, and, if true, the CR flag is set to ON in step 702. If CR=ON is True, then the PCP 200 evaluates if CRESL is greater than 0, in a step 704. If CRESL is less than 0 in step 704, then ACRSOGT and ACRSTNT are evaluated to determine if they are set greater than 0, in a step 706. If CR=ON is False, then the PCP 200 proceeds will enter the Normal Shift Protection 310 Phase, in step 804. Turning back to step 700, if the PCP 200 evaluates CREDES>0 AND CREDT>0 is false, the PCP 200 moves to step 701 and evaluates if CDT is greater than 20% of DT, not affected by the CDTC. If the condition is True in step 701, then the PCP 200 evaluates if CRESL is greater than 0, in step 704. If step 701 is False, the PCP 200 proceeds to evaluate the SVMSP flag in step 800.

[0053] In step 704, if CRESL>0 is True, then the Shift Speed (SS) during CR State is set equal to CRESL, in a step 708 and then the PCP 200 evaluates if ACRSOGT>0 and is ACRSTNT>0, in a step 706. If step 706 is evaluated to be True, then the PCP 200 enters a step 714 in which the PCP 200 will Start the ACR SOGTC, set and Command: SOGNH-ON; RG=REV; CG-REV; RES=AS (Any Speed); and CES=SS.

[0054] If step 706 is evaluated to be False, then the PCP 200 enters a Wait for Deceleration phase, in a step 710. Step 706 is evaluated to be False if either or both ACRSOGT/ACRSTNT are configured to 0. In step 710, the PCP will Command: SOGNH=OFF; RG-REV; CG=NEW; RES-AS; CES=SS. Proceeding from step 710 to a step 716, the PCP 200 waits for CDT to elapse 716, until CDT=0 or CDTC has elapsed before proceeding to the Neutral Hold 314 phase.

[0055] In a step 718, once the CDT Elapses, the PCP 200 enters a Hold in Neutral Phase, the PCP 200 Starts NHTC, Starts ACRSTNTC (if in advance shift protection path), and Commands: RG=REV; CG=Neu; RES=AS (any Speed); and CES=SS. The PCP 200 then checks if SOGNH flag is set to ON (in basic shift protection path it will be set to OFF), in a step 720. In a step 722, the PCP 200 awaits until NHTC elapses before entering the Normal Shift Into Gear Phase, in step 804, where NHT is a configured parameter in ET.

[0056] Returning to step 714 in the ASP path, during the Shift out of Gear Phase, the PCP 200: Sets SOGNH=ON, Starts ACRSOGTC and Commands: RG=REV, CG=REV, RES=AS (Any Speed), and CES=SS. The PCP 200 proceeds to checks if: (a) the ES for Port OR STBD are below CTS+50 RPM, in a step 724; and (2) ACRSOGTC timer has elapsed (ACRSOGT is configurable in ET), in a step 726. The PCP 200 continues to check (a) step 724, & (b) step 726, until either one is True. If (a) step 724, is True, then the PCP 200 enters a Hold in Neutral Gear Phase, in step 718, the SOGNH flag is evaluated in step 720, during ACR flag is set to ON and logic block is True. If (b) step 726 is True, then the PCP 200 proceeds to evaluate whether 0<CREES<SS OR ACRSIGT>0. If step 727 is True, then the PCP 200 enters the Normal Shift into Gear Phase in step 804, indicating that the engine is no longer at risk of stalling since engine speeds have remained above CTS when in gear. If step 727 is false, then the PCP 200 will proceed to a step 728 in which the PCP 200 Starts the ACR SIGTC Advanced Shift Into Gear and Commands RG=REV; CG=REV; RES=AS; and CES=SS.

[0057] During the Engine Recovery Phase 312, the engines are provided time to recover before shifting into gear again. The Engine Recovery phase 312 is only entered through the ASP Path of CR if engine speeds have gone below CTS+50 RPM. In a step 728, the PCP 200 checks that both port and starboard side engine speeds are less then MESTS but above SS-50 RPM. In a step 730, with ACRSTNTC started during Hold in Neutral Gear, in step 718, the PCP 200 waits for ACRSTNTC to elapse (where ACRSTNT is configurable in ET). Once the conditions in step 728 or step 730 become true, the PCP 200 exits the engine recovery phase 312 and enters the Shift out of Gear Phase in step 714, where the engine state is evaluated once more.

[0058] Normal Shift Protection 310 is the last phase before control is returned to the operator after a gear shift. Entering NSP 310 occurs after entering via the Normal Shift Into Gear, in step 804, or via the Advanced Shift Into Gear, in step 728. In step 804 the PCP 200 commands, during Normal Shift Protection, the PCP 200 Starts SPHTC, and Commands: RG=REV; CG=NEU; RES=AS (Any Speed); and CES=SS. Continuing from step 804, the PCP 200 evaluates the following in parallel: (1) SPHTC has elapsed, in a step 818 AND (2) in a step 819, RG=Actual gear AND either GFIS=Fwd/Rev OR GFIS=In Gear. If step 818 or step 819 are TRUE, the PCP 200 returns control of the throttle after shift in Phase 316, otherwise it continues to evaluate steps 818 and 819.

[0059] Continuing from step 728, from an Advanced Shift into gear the PCP 200 evaluates the following in parallel: (1) if ES is CREES OR ACRSIGTC has elapsed, in a step 820; AND (2) in a step 821, RG=Actual gear AND either GFIS=Fwd/Rev OR GFIS=In Gear. If step 820 or step 821 are TRUE, the PCP 200 returns control of the throttle after shift and enters Phase 316, otherwise it continues to evaluate steps 820 and 821.

INDUSTRIAL APPLICABILITY

[0060] In operation, the present disclosure may be employed in any number of marine vessels, including but not limited to container ships, tankers, passenger ships, fishing vessels, motor yachts, personal watercraft, and other vessels, where no limitation is intended herein. The ACR 300 logic described herein has significant industrial applicability in the maritime industry, particularly for vessels of any size requiring enhanced maneuverability and safety during potential collision scenarios. The ACR 300 logic utilizes engine speed data to effectively manage vessel state prior to and during a crash reversal maneuver, ensuring rapid and safe deceleration and reversal of the vessel. Moreover, the logic of the ACR 300 may be applied to marine vessels and marine propulsion systems comprising a single engine, transmission, and propeller; or marine vessels and marine propulsion systems comprising two or more independent sets of engines, transmissions, and propellers, e.g. one located on each of a port side and a starboard side.

[0061] In some embodiments, the logic of the ACR 300 may operatively control and utilize one or more shaft brakes to further improve the efficiency of the relevant SPS. And in other embodiments, the disclosed SPS may be programmed into and executed by the PCP 200 interoperable with a number of mechanical systems, electrical systems, and communication protocols of the marine vessel.

[0062] Now referring to FIG. 9, an operation 900 of the ACR 300 in the MPS 100 is illustrated, according to an embodiment of the disclosure. The operation 900 places the vessel in reverse gear as quick as possible without causing damage, and gives control of the MPS 100 back to the operator as fast as possible. In an operation 902, the PCP 200 operates the MPS 100 in the vessel at a standard operating condition, typically maintaining 1800 RPM for about 23 seconds. This state ensures the vessel is cruising efficiently, poised for quick response maneuvers. In the event of a potential collision, the operator initiates a crash reversal action, in an operation 904, where the gear shifts swiftly from forward to reverse, changing the vessel's momentum direction.

[0063] In an operation 906, the PCP 200 monitors the engine speed, ensuring it falls below a specific safety threshold (MESTS minus 50) to protect the transmission 104 from damage due to abrupt gear changes at speeds higher than MESTS. Once the engine 102 reaches a controlled speed limit (CRESL), in an operation 908, the PCP 200 maintains this speed temporarily, ensuring stability during the transitional phase of the maneuver.

[0064] In an operation 910, ACR Shift Protection activates whereby the vessel engages in a series of gear engagements and disengagements until the engine 102 stabilizes, typically within 4 seconds. This intermittent engagement is essential to prevent engine stalling and to ensure a smooth gear transition, a critical aspect of the crash reversal process. In an operation 912, the engine speed stabilizes and the gear remains in REV.

[0065] In an operation 914, after stabilizing the engine 102 and confirming the gear position in reverse gear, the PCP 200 conducts a series of checks and configures specific timers such as the Shift Protection Hold Timer (SPHT), Shift Out of Gear Timer (SOGT), and Advanced Crash Reversal Shift Into Gear Timer (ACRSIGT). These timers are crucial for confirming that the reverse gear is fully engaged and functional.

[0066] In an operation 916, control of the throttle 206 is returned to the operator, indicating the completion of the automated crash reversal maneuver and the restoration of manual control over the vessel. In an operation 918, the actual engine speeds are aligned with the commanded speeds and synchronized so the MPS 100 responds accurately to operator inputs, crucial for safe and efficient navigation of the vessel after the crash reversal maneuver. Vessels above 40 ft and the larger than 100 meter vessels have been tested and may implement the ACR 300.

[0067] From the foregoing, it can be seen that the technology disclosed herein has industrial applicability in a variety of settings such as, but not limited to marine propulsion systems for container ships, tankers, passenger ships, fishing vessels, motor yachts, personal watercraft, and other vessels.