It has become more and more common, for example, to equip marine vessels of all kinds with manoeuvring and control means of the stick type, so-called joysticks. First, the actual rudder function was assigned to a single stick capable of being moved sideways. Several sticks are used for manoeuvring, e.g., for effort and for fore or aft steering of propellers, preferably one set for each propulsion unit. In addition, there are sticks to steer thrusters, again often one for each of them. A system of this kind is large and over-complex, it requires the operators to be trained, and thus the danger of operational error increases. A safe manoeuvring around docks or a harbour is dependent upon the personal skills of the operators. Consequently, developments have gone in the direction of combining several functions in fewer control means (sticks). Mulitfunctionality is obtained by means of mechanical couplings, to an increasing extent via electronics and actuators, and also software with different forms of feedback. Software also exists for deferring control pulses in order to obtain desired power vectors from selected or all propulsion means on the basis of a given command. Despite many efforts to simplify the systems with a view to the number of manoeuvring means, it is common practice for at least two means to be used in order to initiate movement and motion with all degrees of freedom.

One of the objects of the invention is to make possible the use of a single manoeuvring means with which any desired movement of the vessel can be initiated, e.g., motion to the sides, turning about any point whatsoever, ahead and astern operations, and not least forward sailing according to a desired course and speed. All these motions should be capable of taking place simultaneously in any natural combination whatsoever.

The manoeuvring means may be connected to an automatic control system which comprises algorithms and programmed data, also relating to the parameters of the vessel itself, such as mass, moments of inertia, resistance, wind resistance and so forth, plus information from sensors such as speed log, position and motion sensors, wind gauges and sensors which give feedback of the position of the control-effort means at all times. The automatic control system should be such that with increasing stick deflection the desired movement is initiated faster, i.e., with greater power.

According to the invention, a control and manoeuvring stick for a vessel is therefore proposed, comprising a shaft portion and a hand grip portion, and mounted in a base portion by means of the shaft portion, the new stick being characterised by the features set forth in the characterising clause of claim 1. Additional features are disclosed in the dependent claims.

It is particularly advantageous if the hand grip portion of the stick is designed to be stylised like the vessel itself.

With a stick or vessel manoeuvring means of this kind and accompanying automatic control system, desired movement can be commanded by moving the hand grip, at the same time as it is optionally turned in the way it is desired that the vessel as a whole is to move. In all stick controls it is essential that the stick has a well-defined and distinct neutral position, and that the movements in other respects can be made readily and precisely, yet in such manner that the stick can be released and stop in any position whatsoever where it will remain without moving, for example, as a result of vibrations in the underlying surface, which is achieved with the invention.

The position of the stick can be registered by attached sensors. The sensors are provided in accordance with the need for unambiguous information regarding motion.

The invention will now be explained in more detail with reference to the drawings, wherein: Fig. 1 is a perspective view of a stick according to the invention; Fig. 2 is a plan view of a hand grip portion; Fig. 3 shows a section of a computer screen image; and Fig. 4 shows a section of a second computer screen image.

The stick illustrated in Figs. 1 and 2 has a hand grip portion 1 (not shown in Fig. 1), a shaft portion 2 and a base portion 3.

The hand grip portion 1 (Fig. 2) in the plan view has a stylised form, approximately resembling the vessel in question.

The shaft portion 2 is pivotally mounted 4 over the Z axis in a first carriage 5. Said first carriage 5 is slidably mounted by means of guides 6 on respective guide bars 7. Said

guide bars 7 constitute parts of a second carriage 8, which in turn is slidably mounted on guide bars 9 by means of guide bushings 10.

The respective guide bars 7, 9 may be provided with stops to define maximum deflection. Furthermore, there may be provided snap means that are known per se which give a certain degree of locking in certain positions, e.g., the centre position. It will thus be necessary to exert a certain force on the stick to move it respectively out of and into such positions, which is indicated by, for example, a click.

The carriage 5 can thus perform a translatory motion in the X axis and at the same time has imparted thereto, via the carriage 8, a translatory motion in the Y axis.

For use in a vessel, the system may be set up so that when the speed forward exceeds a set value, e.g. 5 knots, depending upon the type of vessel, the function as general manoeuvring means with all degrees of freedom ceases. The stick then becomes an effort means from full speed ahead to full speed astern, optionally also a rudder in that it is turned, or in that it is moved sideways, according to choice. It is however advantageous to switch the rudder function over to an ordinary wheel, or to a conventional helm once a speed has been reached that is above a determined value.

Even if the stick should then be moved beyond one of the functions (effort) or both (rudder and effort), nothing is initiated. When the speed falls once more to below, e.g., 5 knots, the stick automatically again becomes a panfunctional manoeuvring and control means. It is of advantage to provide a distinct stop for full speed ahead and full speed astern.

The position of the stick is registered by appropriate sensors (not shown).

The sensors, with their individual positions, will via a calculation algorithm be capable of giving necessary information regarding the movement of the vessel.

It can be entered in the system that locking thereof and of engines etc. does not take place via keys, but by punching in a suitable code, e.g., four or five digits. It can also be entered that the engine or engines start automatically the first time the stick is moved after the system has been "unlocked". A function can be installed which allows a manoeuvre to be "pre-programmed" before it is initiated. By means of a button 11 on the stick (Fig. 2), the normal direct function of the stick can be cancelled. For example, with reference to Fig. 3, it is conceivable that a vessel 12 is in a position as shown

relative to a quay 13, and that it is desirable to move into position 14. The image in Fig.

3 appears on a computer screen and is established in a known way per se by means of sensors (short-range radar, television circuits, electronic maps in conjunction with GPS, distance meters etc.) in combination with necessary algorithms. The outline of the ship has been entered and is shown in correct scale and position. The vessel can then be manoeuvred to the desired position 14 by means of a simulator (also present as software in the process arithmetic unit) and the stick. The button 11 is then pressed and the manoeuvre can be initiated. This pre-programming will take a short time. A new method of this kind for docking large passenger vessels, ferries etc. represents a considerable improvement in safety compared with today's situation.

Expediently, the system is such that the size of the power vectors is determined so that they do not exceed external influence in the form of current and wind, unless this is information the operator must take into account. Finally, expected time of the manoeuvre is given and this is the only information the operator must act on. If the time is judged to be too long or too short, the manoeuvre is repeated with corrected stick deflection.

Similarly, departing from a quay and coming onto a first steered course at desired speed, for example, can be pre-programmed. During the whole of this pre-programming it is possible to check that the vessel at all times has the correct position relative to the environment, depth etc. Fig. 4 shows a vessel 15 at ajetty 16. The vessel is to come as quickly as possible into position 17 on the desired course with an increase in speed to, e.g., 35 knots. An acceptable intermediate position is shown at 18. The system will check that the engine power used is sufficient with respect to current and wind, but not so great as to cause passengers to feel discomfort.

When such pre-programmed manoeuvres are executed, the operator can follow constantly and oversteer the automatic process at any point in time, if necessary.

Modern management information and control systems can be set up so that the system is self-instructing. This means to say that constants for wind resistance, current, mass etc.

are computed gradually during the first period of time the system is in use, stored and updated.

The system can be used without any additional features for simulator training when the vessel is stationary. In fact, this is also true when the ship is under way and the stick's functions are switched over to other means. In most cases, maritime authorities require there to be independent, mechanically connected manoeuvring means as back-up.