Technical field

[0001] The present disclosure relates to a steering system for watercrafts. More particularly, the present disclosure relates to activating one or more operations associated with the watercraft based on a rotation of a steering wheel of the steering system.

Background

[0002] Steering systems in watercrafts have for several years used a steering pump, also referred to as an axial piston pump or simply a helm pump, to power the watercraft's steering operation. Such steering pumps work in conjunction with a steering input device and a rudder to impart a steering action. In general, a motion imparted to the steering input device causes the rudder to sway generally across a plane, thus powering the watercraft's steering operation. Often, fluid pressure is used to transfer motion from steering pump to the rudder.

[0003] Over the years, several attempts have been made to sense aspects of the steering systems to assess certain conditions of the watercraft, and thus take an obligatory action. For example, it may be beneficial to determine when a helmsman of the watercraft may manually take hold of a steering input device to steer the watercraft away from an obstacle up ahead, and simultaneously attempt to disengage the watercraft's autopilot control unit. However, autopilot control units have suffered from latency in sensing such attempts, resulting in undesirably delayed disengagement of the autopilot control unit. In similar such examples, power assist systems of steering systems, which may be required for steering the watercraft effectively and easily, are plagued with latency in determining a direction in which the watercraft is intended to move. During quick steering maneuvers, particularly, a delay in determining a direction in which a watercraft movement is intended, may be undesirable. Accordingly, there remains a need to improve upon systems which assist with determining and/or correcting one or more conditions associated with steering systems of the watercraft.

Summary of the Invention

[0004] In one aspect, the disclosure is directed towards a steering system for a watercraft. The steering system includes a helm pump, a steering input device, and one or more sensors. The steering input device is configured to provide an input to the helm pump. The one or more sensors are configured to detect a rotation of the steering input device. The rotation of the steering input device is detected to activate one or more operations associated with the watercraft.

[0005] In another aspect, the disclosure relates to a watercraft. The watercraft includes one or more control units configured to activate one or more operations associated with the watercraft and a steering system. The steering system includes a helm pump, a steering input device configured to provide an input to the helm pump, and one or more sensors coupled to the one or more control units and configured to detect a rotation of the steering input device. The rotation of the steering input device is detected to activate the one or more operations associated with the watercraft.

[0006] In yet another aspect, the disclosure is directed to a method of operating a watercraft. The watercraft includes a steering system with a helm pump. The method includes detecting, by one or more sensors, a rotation of a commutator valve of the helm pump, and using, by one or more control units of the watercraft, a data of the rotation of the commutator valve to activate one or more operations associated with the watercraft. The commutator valve executes the rotation concomitantly to an actuation and rotation of a steering input device of the steering system. Further, the actuation and rotation of the steering input device provides an input to the helm pump.

Brief Description of the Drawings

[0007] FIG. 1 is a schematic view of a watercraft installed with a steering system, in accordance with concepts of present disclosure;

[0008] FIG. 2 is an assembled view of the steering system, with certain surrounding components removed, in accordance with concepts of present disclosure;

[0009] FIG. 3 is an exploded view of the steering system, with certain surrounding components removed, in accordance with concepts of present disclosure;

[0010] FIG. 4 is a schematic view of a system for detecting a rotation of a steering input device of the steering system, in accordance with concepts of present disclosure; and

[0011] FIG. 5 depicts an exemplary method of operating the watercraft, in accordance with concepts of present disclosure. Detailed Description

[0012] FIG.l shows an exemplary watercraft 100. The watercraft 100 includes a steering system 102 and a marine propulsion system 104. As part of the marine propulsion system 104, the watercraft 100 includes an engine 106, a power transmission unit (referred to as a pod 108), and a propeller 110. Additionally, the watercraft 100 includes one or more control units. For example, the control units include an autopilot control unit 112 of the steering system 102, a power assist control unit 114 of the steering system 102, a usage logging control unit 116 of the steering system 102, a security control unit 118 of the watercraft 100, and an error code control unit 120 of the steering system 102. For ease and collective referencing, the control units may be simply referred to as control units 112, 114, 116, 118, 120.

[0013] The autopilot control unit 112 is configured to deactivate (and activate) an automatic operation of the steering system 102; the power assist control unit 114 is configured to assist in a manual mode of operation of the steering system 102; the usage logging control unit 116 is configured to compute a usage and life of the steering system 102; the security control unit 118 is configured to detect an unauthorized actuation of the steering system 102; and the error code control unit 120 is configured to detect a leakage in a lock valve body 124 (see FIGS. 2 and 3) of the steering system 102. Although each of these control units 112, 114, 116, 118, 120 may have multiple operational use, only preferred operational scenarios of each of the autopilot control unit 112, the power assist control unit 114, the usage logging control unit 116, the security control unit 118, and the error code control unit 120, is described. Further, it will be appreciated that these discussions, along with the number of control units 112, 114, 116, 118, 120, noted above, are not limiting in any way, and therefore, additional control units, with varied working and operational aspects may be contemplated - that which seek an input from the steering system 102 as will be set out further below. Reference will now be made in detail to preferred embodiments of aspects of the present disclosure, an example of which is illustrated in the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings and description to refer to the same or like parts.

[0014] The engine 106 may be one of the commonly available power generation units of the art, such as representing and including conventional internal combustion engines. The engine 106 may be connected to the pod 108 by a driveshaft (not shown), as is customary. The pod 108 may be inclusive of a generally complex and busy arrangement of gearings and known power transmission units, as well known. A connection between the engine 106 and the pod 108 may represent a first part connection, while second part connection may be represented by a connection between the pod and the propeller. The second part connection may be external of a transom of the watercraft 100 and may be driven by the pod 108 to power the propeller 110, in turn facilitating the watercraft 100's propulsion. Effectively, the engine 106, the pod 108, and the steering system 102, may work in concert to facilitate watercraft navigation in water. Although the configuration described, it may be noted that aspects of the present disclosure is not limited to these discussions alone. In fact, these discussions may be understood to convey simply an environment in which the watercraft 100 may generally operate. In some embodiments, therefore, varied environments, such as involving 'all electric motors', may also use one or more disclosed aspects of the present disclosure. Further, aspects of the present disclosure may be equitably applicable to different types of propulsion and steering systems.

[0015] The steering system 102 is configured to steer the watercraft 100 in water. The steering system 102 may be a hydraulic steering system, inclusive of the lock valve body 124 noted above, a steering input device 126, a helm pump 128, a steering cylinder 130, and a rudder 132. Further, the steering system 102 includes a steering actuation detection system 136 that is configured to detect a motion or a rotation of the steering input device 126 - aspect of which are discussed in detail, later in the application. Furthermore, the steering system 102 may also include a steering circuit 140 inclusive of one or more intercoupled fluid lines (see a first fluid line 142 and a second fluid line 144) that are fluidly coupled between the helm pump 128 and the steering cylinder 130. For example, the first fluid line 142 may be coupled between one end 146 of the steering cylinder 130 and a first port 150 of the helm pump 128, while the second fluid line 144 may be coupled between another end 148 of the steering cylinder 130 and a second port 152 of the helm pump 128. In so doing, an operation of the helm pump 128 results in a fluid communication to/from the steering cylinder 130, and, in turn, an actuation of the steering cylinder 130.

[0016] In an exemplary operational scenario, an actuation and rotation of the steering input device 126 may provide an input to the helm pump 128, and may in turn provide a fluid flow in the steering circuit 140 via the fluid lines (the first fluid line 142 and the second fluid line 144). For example, when an operator rotates the steering input device 126 in one direction (direction, A), fluid from the helm pump 128 is adapted to be released via the first fluid line 142, imparting actuation to the steering cylinder in a direction, A', thereby causing a change of or in direction of the rudder 132 in a direction, β' . Similarly, when an operator rotates the steering input device 126 in an opposite direction, fluid from the helm pump 128 is adapted to be released via the second fluid line 144, imparting actuation to the steering cylinder in a direction opposite to the direction, A in turn reversing a direction of the rudder 132. In each of the above instances of rudder movement, when fluid is released by the helm pump 128 via one of the first fluid line 142 or the second fluid line 144, fluid is received by the helm pump 128 through the other of the first fluid line 142 or the second fluid line 144 to flow back into the helm pump 128, defining a closed hydraulic steering circuit of the steering system 102. Such details and a working of such an arrangement is well known in the art and may not be discussed any further in the present disclosure.

[0017] The steering input device 126 may be a steering wheel. In some embodiments, the steering input device 126 may be a control lever, a joystick, etc. The steering input device 126 may be disposed in an operator station 156 of the watercraft 100. In an embodiment, the steering input device 126 and certain control input devices may be configured to communicate with one or more onboard controllers (not shown) of the watercraft 100 to perform various functionalities of the watercraft. For example, when the watercraft 100 is being operated in an auto steer mode by way of the autopilot control unit 112, a communication between the steering input device 126 and the autopilot control unit 112 may be electronically carried out. In an embodiment, such controllers may also include automatic control input devices such as open-loop controllers, closed-loop controllers, or programmable logic controllers.

[0018] Referring to FIGS. 1, 2, and 3, the helm pump 128 may be a variable displacement pump, such as including an axial piston pump having a swashplate arrangement 160 (FIG. 3). The helm pump 128 may be a hydraulic helm pump, operably connected to the steering input device 126 such that the helm pump 128 may respond to an actuation (i.e. a movement or a rotation) of the steering input device 126. In this regard, the swashplate arrangement 160 may include a swash carrier 162 that is coupled or assembled to the steering input device 126 via a steering shaft 166 of the steering input device 126. In that manner, a movement/rotation of the steering input device 126 may result in a movement/rotation of the swash carrier 162. In some implementations, the swash carrier 162 may include a wobbling swashplate that includes a thrust bearing 164 positioned on an outer rim of the swash carrier 162, as shown. Further, the helm pump 128 may include a pump cover 182 that may be adapted to enclose and isolate the swash carrier 162, the thrust bearing 164, and the housing 170 from an outside environment.

[0019] Further, the helm pump 128 may include a housing 170, multiple compression cylinders (not shown) formed and arranged within the housing 170, and multiple pistons (equivalent to the number of compression chambers) respectively and slidably disposed within the compression cylinders, along a direction, C. The pistons (not shown) are adapted to reciprocate within the compression cylinders owing to a rotational movement between the swash carrier 162 and the housing 170, and selectively deliver and receive fluid from the fluid lines 142, 144. A pump shaft 172 may be coupled to the swash carrier 162, and may extend away from the swash carrier 162, co-axially relative to the steering shaft 166, as shown. In some implementations, the steering shaft 166 and the pump shaft 172 are integrally formed as a single steering shaft 166, and the swash carrier 162 may be assembled separately to this single steering shaft 166 to enable variations in a swash angle of the swash carrier 162 relative to the single steering shaft 166. The pump shaft 172 may be extendable into the housing 170, along the direction, C. A farther shaft end 176 of the pump shaft 172, distal to the steering input device 126 than the swashplate arrangement 160, may include one or more protrusions 180 that extend and project outwards, along an axial direction of the pump shaft 172, further away from the steering input device 126, in assembly. Although not limited, the protrusions 180 may be arrayed equidistantly about a circular cross-sectional profile formed by the farther shaft end 176. In an embodiment, the protrusions 180 are two in number, although a lesser or a higher number of protrusions 180 may be formed at the farther shaft end 176. In an exemplary operational scenario, a rotation of the steering input device 126 results in the rotation of the swash carrier 162, and, in turn, a rotation of the pump shaft 172 - with each of the steering input device 126, the steering shaft 166, and the pump shaft 172, defining a common rotation axis 184. In some implementations, each of the pump shaft 172, the swash carrier 162, and the steering shaft 166 may be formed as an integrated unit. It may be noted that a relative movement between the housing 170 and the swash carrier 162 is such that the housing 170 may remain fixed relative to the watercraft 100, while the swash carrier 162, pump shaft 172, and the steering shaft 166, may rotate relative to the housing 170, about the common rotation axis 184.

[0020] The helm pump 128 includes an end panel 186 and a commutator valve 188. The end panel 186 is distal or further distanced away from the steering input device 126 than the swashplate arrangement 160 along the direction, C, as shown. The end panel 186 is substantially hat-shaped, with a brim body 192 (that resembles a flange) of the end panel 186 coupled to the housing 170, and a crown body 194 of the end panel 186 extended outwardly from the housing 170. The crown body 194 is extended generally away from the steering input device 126 along direction, C, to define an end surface 198 that may be in turn defined in a plane substantially perpendicular to the common rotation axis 184. In one embodiment, the end panel 186 is integrally formed with the housing 170, having the brim body 192 (or the flange) generally form an interface between the crown body 194 and the housing 170. An integrated end panel 186 and the housing 170 may be manufactured by casting both the end panel 186 and the housing 170 in the same mold, for example. The crown body 194 may include a bore 200, structured such that an axis 196 of the bore 200 is co-axial to the common rotation axis 184, in assembly. An opening 202 of the bore 200 may be revealed at the end surface 198. Further, the crown body 194 may include an outer crown surface 206, extending along direction, C, and which surrounds the bore 200. Further, a top face or a flattened crown face 208 is formed on the outer crown surface 206. In an embodiment, the flattened crown face 208 (such as a top face in the view of FIG. 3) is formed in a plane that is substantially parallel to the common rotation axis 184. Further, the crown body 194 may include an aperture 210 formed though the crown body 194, extending from the flattened crown face 208, all the way to meet an inner volume 212 defined by the bore 200. In some embodiments, the aperture 210 may be perpendicular to the common rotation axis 184.

[0021] Referring again to FIG. 1, the helm pump 128 may be attached inwardly to a dashboard 216 of the watercraft 100 by threadably coupling the brim body 192 (of the flange) to the dashboard 216, although other known conventional means of fastening are possible. In so doing, the helm pump 128 and the steering shaft 166 (or the single steering shaft 166 that is integrally formed with the pump shaft 172) may be projected outwardly of the dashboard 216 in assembly, so as to be coupled to the steering input device 126, as is conventionally known. In that way, the steering input device 126 may remain accessible to an operator stationed in the operator station 156.

[0022] In general working, the helm pump 128 may be configured to alternate a delivery of a fluid flow based on an input from the steering input device 126, such as by advancing a flow from one portion of the helm pump 128, while receiving a fluid flow from another. In so doing, the helm pump 128 facilitates an alternation between swayed positions of the rudder 132, and watercraft steering. As an example, if the operator shifts the steering input device 126 to the right (arrow, A), corresponding pistons within the compression chamber of the helm pump 128 may compress against a fluid housed within the helm pump 128. As a result, fluid may be pushed out from the helm pump 128 into the lock valve body 124, and then all the way to the steering cylinder 130 via the first fluid line 142, thereby actuating the rudder 132 and enabling watercraft steering.

[0023] The commutator valve is 188 substantially cylinder-shaped so as to be accommodated within the bore 200 and to comply with an inner confine of the bore 200. The commutator valve 188 includes one or more serially arranged annular grooves 220 as shown, each of which may be extended at least partially about a circumference of the commutator valve 188. For example, there are two annular grooves 220 that have a 360- degree profile around the commutator valve 188, and two additional custom shaped annular grooves (also annotated as annular grooves 220, for simplicity) that have a less than 180-degree rotation around the commutator valve 188. The annular grooves 220 may facilitate a communication of fluid from/to the compression chambers of the helm pump 128 all the way to/from the lock valve body 124, and to/from the steering circuit 140. The commutator valve 188 is positioned and fully assembled within the bore 200 such that a distal end 224 of the commutator valve 188 (i.e. distal to the steering input device 126) is revealed at the opening 202. The commutator valve 188 includes a proximal end 226 (i.e. proximal to the steering input device 126), opposite to the distal end 224, with one or more notches 228 formed at the proximal end 226. In an embodiment, the notches 228 are two in number, although it is possible that a lesser or a higher number of notches may be formed. The notches 228 are adapted (shaped and sized) to match and receive the protrusions 180 of the farther shaft end 176 of the pump shaft 172. In some implementations, the protrusions 180 and the notches 228 are adapted to engage with each other when the commutator valve 188 is fully assembled within the bore 200. In so doing, the commutator valve 188 is coupled to the steering input device 126 through the pump shaft 172 (or the single steering shaft 166). Moreover, a rotation of the pump shaft 172 may correspond to a rotation of the commutator valve 188. Therefore, the commutator valve 188 may rotate along with a rotation of the steering input device 126 and transmit fluid from and to the helm pump 128. In an example, a rotation of the commutator valve 188 may occur about the common rotation axis 184. In some further implementations, the rotation of the commutator valve 188 may be synchronous and concomitant to the actuation and rotation of the steering shaft 166, and in turn to the steering input device 126.

[0024] Further, the commutator valve 188 includes an outer surface 232 and certain features 234, detectable by the sensor 250, disposed on the outer surface 232. These features 234 are configured to enable a detection of a rotation of the commutator valve 188 - a structure and an arrangement of which will now be described. The features 234 may include multiple castellations arranged over the outer surface 232. In an embodiment, the castellations are projections that are rotationally arrayed around the commutator valve 188 over the outer surface 232. Such castellations are defined along a curvature of the outer surface 232. Further, the castellations are configured to rotate synchronously with the rotation of the commutator valve 188. In an embodiment, the castellations are defined along a circumference of the commutator valve 188, extending all around the outer surface 232 of the commutator valve 188. In some implementations, the features 234 (i.e. including castellations) may be disposed below the outer surface 232 for easier assembling and operation of the commutator valve 188.

[0025] In some implementations, the features 234 may represent and/or include recesses in place of the castellations. Alternatively, the features 234 may include colored labels, different materials, magnetic markings, or any combination of these, arrayed over the outer surface 232, and each of which may be used to determine a rotation of the commutator valve 188 by associated sensors, for example. According to another example, the features 234 may include an array of materials having different electrical conductivities, and which may facilitate a detection of the commutator valve 188's rotation based on a variation of the electrical conductivities sensed, as the array of materials move during the rotation. Furthermore, the features 234 may be disposed anywhere over the outer surface 232, and particularly, over a region of the outer surface 232 that may overlap the flattened crown face 208 when the commutator valve 188 is fully assembled into the bore 200 and accommodated within the end panel 186 - so that when the commutator valve 188 is fully assembled into the inner volume 212 of the bore 200, a portion of the features 234 may be exposed or accessed by the associated sensors (i.e. sensor 250, described later) through the aperture 210. [0026] In an embodiment, the features 234 may be contemplated as a member which is external and/or separate to the commutator valve 188, and which may be assembled, such as threadably, to the commutator valve 188. Such a member may be an aftermarket fitment, for example. In some implementations, such a member may be manufactured as a flexible strip with an array of projections (or one or more of the features 234 described above), and may be wound around a diameter of the commutator valve 188, be fixedly coupled to the outer surface 232, and which once properly assembled may serve as the castellations (or any of the features 234) discussed above. In this regard, the commutator valve 188 may include a groove or a receptacle, for example, that may receive such a flexible strip. It is also possible that such a separate member be formed in the shape of a disk and which may be attached to the distal end 224 of the commutator valve 188, for example. Such a disk may have a diameter similar to that of the commutator valve 188, and may include projections arrayed about a circumference of the disk to form the castellations (or any of the features 234 discussed above).

[0027] The lock valve body 124 is a two-way fluid valve that is adapted to selectively fluidly couple the helm pump 128 with the steering cylinder 130. The lock valve body 124 is adapted to transmit fluid between the helm pump 128 and the steering cylinder 130, such as when the steering input device 126 is actuated. In this regard, the lock valve body 124 may include one or more inlet ports (not shown) and one or more outlet ports 238', 238" (collectively, outlet ports 238). A port 239 of the lock valve body 124 may be coupled to an oil reservoir (not shown) and may be used to connect a second helm station reservoir line or to add an autopilot pump reservoir line (not shown), or both. On occasions when the steering input device 126 remains inactive or stationery (such as in a neutral state or a default state), or when an automatic steering of the watercraft 100 is active, the lock valve body 124 may serve to lock out any fluid flow and/or transmission between the helm pump 128 and the steering cylinder 130. In this regard, the lock valve body 124 may include a spool valve arrangement 240 that may be configured to regulate a fluid flow between the inlet ports and outlet ports 238. In one operational scenario, the inlet ports are adapted to receive fluid from the helm pump 128 and supply fluid to the steering cylinder 130, while the outlet ports 238 are adapted to receive fluid from the steering cylinder 130 and supply fluid back to the helm pump 128. A reverse operation is also possible.

[0028] Further, the helm pump 128 includes a transfer plate 244 disposed between the helm pump 128 and the lock valve body 124, to be used as a connector between the helm pump 128 and the lock valve body 124. To this end, the transfer plate 244 may include apertures that facilitate connections between the helm pump 128 and the lock valve body 124 via commonly available fastener units, such as bolts, screws, etc. To maintain fluid transmissivity across the lock valve body 124 and the helm pump 128, the transfer plate 244 may include one or more passages 248 to fluidly connect one or more fluid transmission ports (not shown) of the commutator valve 188 to the inlet ports of the lock valve body 124. Such fluid transmission ports may be coupled to the one or more annular grooves 220 of the commutator valve 188.

[0029] Referring to FIG. 4, the steering actuation detection system 136 is discussed. The steering actuation detection system 136 is configured to detect a rotation of the steering input device 126 by detecting a rotation of the commutator valve 188. Further, the steering actuation detection system 136 is configured to generate a data corresponding that rotation, and deliver that data to one or more of the control units 112, 114, 116, 118, 120, as and when required. The steering actuation detection system 136 is constituted by the commutator valve 188 (or at least a portion of the commutator valve 188 that includes the features 234), and further includes one or more sensors, such as a sensor 250 and a processor 252. Moreover, the steering actuation detection system 136 includes an assembly of the sensor 250 and the processor 252.

[0030] The sensor 250 may be adapted to detect a rotary movement of the commutator valve 188, and in turn a rotation of the steering input device 126, and consequently generate a corresponding signal. The sensor 250 is positioned and accommodated into the end panel 186, as shown. In further detail, the sensor 250 may be assembled into the aperture 210 and be fastened to the flattened crown face 208 of the end panel 186 by use of a sensor mount 251. In some implementations, the sensor 250 may be fastened to the flattened crown face 208 by using any of the commonly available fasteners, such as bolts, screws, etc. (see fasteners 253 in FIG. 3). For example, the sensor 250 may be coupled to the sensor mount 251 , and the sensor mount 251 may be in turn coupled to the flattened crown face 208 by use of such commonly available fasteners. In one example, the sensor mount 251 may be integrally formed with the sensor 250. In some implementations, the sensor 250 may be directly, threadably assembled into the aperture 210, in an absence of the sensor mount 251. The sensor 250 may be disposed in relative proximity to the features 234, with an ability to detect the features 234 (i.e. a movement or rotation of the features 234) on the commutator valve 188 relative to the helm pump 128. In this regard, the sensor 250 may detect a movement of the commutator valve 188 by detecting a change in a distance between the castellations (features 234) and the sensor 250, as the castellations move relative to the sensor 250. In an embodiment, the sensor 250 may detect the movement of the commutator valve 188 by detecting a change in a distance between the castellations (features 234) and the sensor 250 over a period. In one example, therefore, the sensor 250 may be a proximity sensor that is able to facilitate detection of a distance between each of the castellations (features 234) and the sensor 250 - by detecting alternatively occurring trough regions and crest regions of the castellations, as the castellations (features 234) move relative to the sensor 250.

[0031] The sensor 250 may be of a non-contact type, and/or may be inductance based, such as including a proximity sensor, as discussed above. Alternatively, the sensor 250 may also be capacitance based. In still some embodiments, the sensor 250 may be a magnetic sensor, an eddy current sensor, an optical sensor, or a hall effect sensor. In yet another embodiment, a detection of the rotation of the steering input device 126 may be ascertained by at least one of detecting an angular displacement or an angular velocity of the commutator valve 188 executed during the rotation of the features (i.e. the rotation of the commutator valve 188).

[0032] In some implementations, the sensor 250 may include an amplifier 254 that may amplify a signal sensed by the sensor 250. For example, the amplifier 254 may be integrated into cablings/wirings of the sensor 250, as shown in FIGS. 2, 3, and 4, but be positioned remote from the sensor 250. Such a remote positioning of the amplifier 254 from the sensor 250 may enable the sensor 250 to be relatively less intrusive with respect to an opening (not shown) in the dashboard 216. In further detail, when installing the helm pump 128, the lock valve body 124 may be inserted through the opening of the dashboard 216, and then the crown body 194 may also pass through the opening. In such a scenario, it may be required for the sensor 250, and any sensor related component, to also pass through the opening without any interference with the dashboard 216. A relatively less intrusive sensor 250 may ease out an associated assembly and an installation process.

[0033] The processor 252 may be coupled to the sensor 250 and may be configured to receive signals generated by the sensor 250. The processor 252 may be configured to perform a task of converting the data received from the sensor 250, and, thereafter, assign a value to the data before delivering the data to one or more of the control units 112, 114, 116, 118, 120 for further perusal. In some implementations, the processor 252 is configured to execute a system logic stored in a memory. Such a system logic may be stored as an instruction set in the memory, for example. The processor 252 may be interfaced with such a memory by way of an electronic circuit. The processor 252 may also be configured to convert these signals into a format readable by the control units 112, 114, 116, 118, 120, and so that the control units 112, 114, 116, 118, 120 may take an appropriate action based on the data provided by the processor 252. For example, an action may include disengaging the autopilot control unit 112 of the watercraft 100 when an autopilot course of watercraft operation is underway, or generating a notification, for example, for indicating a time for a preventive maintenance activity of the steering system 102 by the usage logging control unit 116. In general, links 256 between each of the sensor 250, the processor 252, and each of the control units 112, 114, 116, 118, 120, may include wired, wireless connections, or may include conventionally available telemetry devices.

[0034] In some implementations, the sensor 250 may provide a signal directly to each of the control units 112, 114, 116, 118, 120, which may then be processed by each of the control units 112, 114, 116, 118, 120. In some embodiments, therefore, a processor, such as the processor 252, may be built into each of the control units 112, 114, 116, 118, 120 so as to enable each of the control units 112, 114, 116, 118, 120 to independently receive and process the signal from the sensor 250.

Industrial Applicability

[0035] Referring to FIG. 5, an exemplary method of operation of the steering system 102, and more particularly, the steering actuation detection system 136, is described. The method is explained by way of a flowchart 500, and is discussed in conjunction with each of the FIGS. 1, 2, 3, and 4. The method initiates at step 502.

[0036] At step 502, an actuation of the steering input device 126 causes a rotation of the steering shaft 166. As a result, the swash carrier 162 and the pump shaft 172 rotate about the common rotation axis 184, and in turn cause the commutator valve 188 to also rotate about the common rotation axis 184. As the commutator valve 188 rotates, the features 234 disposed on the commutator valve 188 rotate with the commutator valve 188 in a synchronous fashion. The method proceeds to step 504. [0037] At step 504, the sensor 250 detects the rotation of the commutator valve 188 by detecting a rotation of the features 234. Subsequently, the sensor 250 generates a corresponding signal and transmits the signal to the processor 252, which is then further transmitted to one or more of the control units 112, 114, 116, 118, 120. The control units 112, 114, 116, 118, 120 activate one or more operations associated with the watercraft 100 based on the signal (or the detected rotation of the commutator valve 188/steering input device 126). The method ends at step 504.

[0038] As exemplary embodiments, the one or more operations associated with the watercraft 100, as performable by the control units 112, 114, 116, 118, 120 will now be described. It will be understood that these operations are purely exemplary in nature, and none of the forthcoming description needs to be viewed as being limiting in any way. Further, each of the control units 112, 114, 116, 118, 120 may include an associated controller (not shown) for activating, deactivating, and/or executing, one or more associated functions/operations based on commutator valve 188' s rotation. Alternatively, a master controller (not shown) may be used to control each of the control units 112, 114, 116, 118, 120.

[0039] Regarding a deactivation of an automatic operation of the steering system 102, if the autopilot control unit 112 is active and if a helmsman of the watercraft 100 decides to switch the steering system 102 back to a manual mode of operation, perhaps because of an obstacle ahead, the helmsman may attempt to take manual control of the steering input device 126 to steer away from a course charted by the autopilot control unit 112. As such an attempt is underway, the helmsman may actuate the steering input device 126 either to the left or to the right, causing the commutator valve 188 to rotate. Consequently, the features 234 may rotate as well and may move relative to the sensor 250. At this point, the sensor 250 may sense a rotation of the commutator valve 188 by detecting a movement of the features 234 and may generate a corresponding signal for a delivery to the autopilot control unit 112. Upon receipt of this signal by the autopilot control unit 112, the autopilot control unit 112 deactivates the automatic operation of the steering system 102 and restores a manual control of the steering system 102 to the helmsman. In this example, the helmsman may avert an impending collision of the watercraft 100 by physically taking control over the steering input device 126.

[0040] Regarding power assistance to a manual mode of operation (or manual steering operations) of the steering system 102, whenever the helmsman may actuate the steering input device 126, the sensor 250 may detect that an attempt to rotate and/or steer the watercraft 100 is being attempted. In such a case, the sensor 250 may generate a signal corresponding to a rotation of the steering input device 126 by detecting a rotation of the commutator valve 188. Such a signal may be delivered to the power assist control unit 114, which may consequentially activate any available auxiliary power device, such as a pump that may appropriately power a circulating fluid of the steering system 102, in turn assisting in the manual steering operations. With regard to sensing a direction of movement of the steering input device 126, applicable for the power assist control unit 114, an additional sensor (similar to the sensor 250, not shown) may be used. The sensor 250 and the additional sensor may generate twin impulse output with a phase shift or a phase differential. Such a phase differential may be obtained by comparing an impulse signal from the sensor 250 with respect to an impulse signal from the additional sensor. The phase differential may be either positive or negative. In an embodiment, if the phase shift determined is positive, a direction of movement of the steering input device 126 may be clockwise. Conversely, if the phase shift determined is negative, a direction of movement of the steering input device 126 may be counter-clockwise. In such a manner, a direction of motion of the steering input device 126 may be determined.

[0041] Regarding computation of usage of the steering input device 126, or any other component associated with the steering system 102, every rotation of the commutator valve 188 may be monitored and recorded by the usage logging control unit 116. When a number of rotations or a degree of rotations may exceed a predetermined value, the usage logging control unit 116 may generate a notification conveying that a component's life has expired, and said component has to be either replaced or serviced. A data pertaining to the number of rotations or degree of rotations may be computed by determining the number of castellations that, at any point, may have moved relative to the sensor 250.

[0042] Regarding detection of an unauthorized actuation of the steering system 102 (or the steering input device 126), if the sensor 250 detects that the steering input device 126 has moved (or rotated) in an absence of a granted authority or a password type authority, the sensor 250 may generate a security breach signal. Thereafter, the sensor 250 may deliver this signal to the security control unit 118, requiring the security control unit 118 to in turn generate an alarm, be it audible, visual, or both, or that a notification be issued, such as to one or more remote devices to indicate an unauthorized steering actuation attempt.

[0043] Regarding detection of a leak, such as an internal leak, in the lock valve body 124, in any lock out condition of the lock valve body 124, as has been discussed above, if the sensor 250 senses a rotation of the commutator valve 188, it may be detected that an amount of fluid is undesirably flowing between/across the steering cylinder 130 and the helm pump 128, and perhaps from the steering cylinder 130 to the helm pump 128. Because a lock out condition should ideally restrain any fluid flow from the steering cylinder 130 to the helm pump 128, the error code control unit 120 may generate a signal indicating that the lock valve body 124 is leaking, and/or that the spool valve arrangement 240 is improperly functioning, perhaps owing to an infestation of dirt and debris within the spool valve arrangement 240.

[0044] By way of sensing the rotation of the steering input device 126, the steering actuation detection system 136 reduces a latency and/or a time lag for determination of an actuation of the steering input device 126. Such a reduction in latency is an improvement over existing methods of steering actuation determination. Further, it is possible that each of the control units 112, 114, 116, 118, 120 may include a mode activation/deactivation switch by which the helmsman may have an option to either allow or disallow the watercraft 100 to activate and/or perform the above discussed operations. In an embodiment, it is possible that the engine 106 and/or other devices of the watercraft 100 may use the data (i.e. signal) from the sensor 250. Since the sensor 250 is non- hydraulic and non-contact type, the steering actuation detection system 136 is benefitted by having relatively lesser service and reduced downtime. Furthermore, a simplicity of assembling the commutator valve 188 into the bore 200, inserting the sensor 250 through the aperture 210, and fastening an assembly of the sensor 250 and sensor mount 251 by conventionally available fasteners into the end panel 186, requires relatively less quality of labor and effort. Moreover, the lessened complexity of assembling the steering actuation detection system 136 also makes the steering actuation detection system 136 space efficient, with relatively lesser footprint. Also, by accommodating the steering actuation detection system 136 into the end panel 186, away (or distal) from the dashboard 216, aesthetics of the dashboard 216 and the operator station 156 may remain unaffected.

[0045] It should be understood that the above description is intended for illustrative purposes only and is not intended to limit the scope of the present disclosure in any way. Thus, one skilled in the art will appreciate that other aspects of the disclosure may be obtained from a study of the drawings, the disclosure, and the appended claim.

LIST OF ELEMENTS

STEERING SYSTEM FOR WATERCRAFTS

100 watercraft

102 steering system

104 marine propulsion system

106 engine

108 pod

110 propeller

112 autopilot control unit

114 power assist control unit

116 usage logging control unit

118 security control unit

120 error code control unit

124 lock valve body

126 steering input device

128 helm pump

130 steering cylinder

132 rudder

136 steering actuation detection system

140 steering circuit

142 first fluid line

144 second fluid line

146 one end

148 end

150 first port

152 second port

156 operator station

160 swashplate arrangement

162 swash carrier

164 thrust bearing

166 steering shaft housing

pump shaft

farther shaft end

protrusions

pump cover

common rotation axis end panel

commutator valve

brim body

crown body

axis

end surface

bore

opening

outer crown surface

flattened crown face

aperture

inner volume

dashboard

annular grooves

serially arranged annular grooves distal end

proximal end

notches

outer surface

features

outlet ports

port

spool valve arrangement plate

passages

sensor

sensor mount processor fasteners amplifier links flowchart step step