(12) INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCT) (19) World Intellectual Property Organization International Bureau (43) International Publication Date 29 March 2007 (29.03.2007) (10) International Publication Number WO 2007/035119 Al (21) International Application Number KE, KG, KM, KN, KP, KR, KZ, LA, LC, LK, LR, LS, LT. PCTYNZ2006/000248 LU, LV, LY, MA, MD, MG, MK, MN, MW, MX, MY, MZ, eee SD, , SK, SL, SM, SV, SY, TJ, TM, TN, TR, ee eae TZ, UA, UG, US, UZ, VC, VN, ZA, ZM, ZW. Dame nee (84) Designated States (unless otherwise indicated, for every (30) Priority Data: ZW), Burasian (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), G3) tnenors ORKET, John, ote (on, 4a O-SESL.SK TR. OAPL BECH CO.CLEMEGA, (74) Agents: ADAMS, Matthew, D et al; J Park, 6th Floor Huddart Parker Building, Po Box 949, Wellington, GO1S (a. (BL) Designated States (unless otherwise indicated, for every Kind of national protection available}: AE, AG, AL, AM, = with international search report For two-letter codes and other abbreviations, refer to the "Guid tance Notes on Codes and Abbreviations” appearing at the begin- hing of each regular issue of the PCT Gazente 4 < a = = wm a < (54) Title: ST ING SYSTEM FOR A MARINE VESSEL Sesh vo Spat m= i eae] eee 5 & storing input device aranged to generate a desired tum rate signal; a rate sensor arranged to generate a turn rate signal indicative 9 z (57) Abstract: A steering system for a marine vessel includes one or more steering devices operable to turn # marine vessel of vessel turn rate; and a control system configured to receive the vessel und desired turn rate signals and to control the steering ddevice(s) to tur the marine vessel so as to minimise any difference between the signals10 15 20 25 30 WO 2007/035119 PCTINZ2006/000248 -1- “STEERING SYSTEM FOR A MARINE VESSEL” FIELD OF THE INVENTION “The present invention relates to a steering system for a matine vessel. In particular, although not exclusively, the steeting system is suited to waterjet vessels. BACKGROUND TO THE INVENTION ‘Various steering systems ate available for matine vessels, boats, ships and the like. At a general level these systems usually comprise a helm wheel or steeting joystick which controls one ot more steering devices located at the stetn of the marine vessel. ‘The type of steering device(s) utilised often depends on how the matine vessel is propelled through the water. The steering device for a propeller driven marine vessel may simply be a rudder, or the propeller itself may be pivotable in the case of an outboard motor or stern drive. For waterjet driven marine vessels, steering deflectors or nozzles which control the direction of one or more waterjets ate usually provided as steering devices, ‘Many steering systems, particularly for larger boats ot vessels, include an electronic conttol system which interfaces between the steering input device, such as a helm wheel ot steeting joystick, and the actuator(s) for the steering device(@). These control systems ate generally configured so that there is a fixed relationship between the amount that the steering input device is moved and the actual angle of position of the steering device(s) With such electronic based steering systems, the pilot of a marine vessel directly controls the steering device(6) in order to turn the vessel via operation of the steering input device. However, because in practice there are always external disturbances such as wind, waves, tidal currents and ‘vessel directional instabilities, the angle ot position of the steering device(s) does not necessarily reflect how the vessel will actually turn. Often the pilot or helmsperson must constantly adjust the steering input device in order to maintain either a straight course or a particular desired rate of turn, Inte:national patent application publication WO2005/054050 in one embodiment discloses a system for controlling a watercraft which has the objective of preventing overshoot when the10 15 20 25 30 WO 20077035119 PCTINZ2006/000248 -2- watercraft is coming out of a turn. When the helmsperson returns the helm from a “command turn” position to a neutral or ahead position, the system then operates to prevent overshoot in coming out of the turn, Itis an object of the present invention to provide an improved steering system for a marine vessel, or to at least provide an alternative steering system. SUMMARY OF THE INVENTION In one aspect the invention broadly consists of a steering system for a marine vessel including: one or mote steering devices operable to turn a marine vessel; a steering input device operable by a user to generate a desired tum rate signal; a rate sensor arranged to generate a tun rate signal indicative of vessel turn rate; and 2 control system configured to receive vessel and desired tum rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals. Ina farther aspect invention may be defined as broadly consisting of a steering system for a marine vessel including: one or more steering devices operable to turn the marine vessel; a steering input device operable by a user and having a position in which the device commands an ahead course for the vessel and which is operable to command turns away from an ahead course, the device generating to generate a desired turn rate signal; a rate sensor arranged to generate a turn rate signal indicative of the vessel turn rate; and a control system configured to receive the vessel and desired ‘umn rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals at least when the steering input device is operated to command a tutn away from an ahead course. In another aspect the invention broadly consists of a propulsion and steering system for a matine vessel including: one ot mote waterjet propulsion units, one or more steering devices operable to turn the marine vessel; a steering input device operable by a user to generate a desired turn rate signal; a rate sensor attanged to generate a turn rate signal indicative of the vessel turn rate; and a control system configured to teceive the vessel and desired turn rate signals and to control the steering device(s) to tum the marine vessel so as to minimise any difference between the signals. Ina further aspect invention may be defined as broadly consisting of a propulsion and steering system for a marine vessel including: one or more waterjet propulsion units; one ot mote steeting devices operable to turn the marine vessel; a steering input device operable by a user and having a10 15 20 30 35 WO 2007035119 PCTINZ2006/000248 position in which the device commands an ahead course for the vessel and which is operable to command turns away from an ahead course, the device generating to generate a desired turn rate signal; a rate sensot arranged to genetate a turn rate signal indicative of the vessel turn rate; and a control system configured to receive the vessel and desired tum rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals at Teast when the steeting input device is operated to command a turn away from an ahead course. Preferably the steering device(s) comprise one or more stecring deflectors associated with the ‘waterjet propulsion unit(s). Preferably, the control system is arranged to control the steering device(s) so that the vessel turn rate signal converges with the desired turn rate signal. The steering input device may be a helm wheel, steering joystick, tiller or manoeuvring controller for example. Altetnatively, the desired turn rate signal could be provided by an autopilot, track keeping system. Preferably, the control system is configured to prevent the marine vessel from spinning out on the water during a high speed turn. Mote preferably, the control system is arranged to monitor the vessel turn rate during a turn and to conttol the steering device(@) to prevent the marine vessel from spinning out In another aspect, the invention also broadly consists of a method for steering a marine vessel including the steps of (a) operating a steering input device of the marine vessel to generate a desired turn rate signal representing a desired turn rate of the marine vessel; (b) generating a vessel turn rate signal indicative of the turn rate of the marine vessel; and (c) controlling one or more steering device(s) of the marine vessel to turn the vessel so as to minimise any difference between the vessel and desired turn sate signals, A key difference between the system and method of the invention and that described in W02005/054050 is that the system of the invention operates when the helm is moved away from a neutral ot ahead position (the system may also operate when the helin is in an ahead position), and has as it’s objective maintaining a commanded rate of turn during a turn, rather than preventing overshoot when the vessel is coming out of a turn on being commanded to return to an ahead course by movement of the helm to a neutral ot ahead position.10 15 30 WO 2007035119 PCTINZ2006/000248 This invention may also be said broadly to consist in the parts, elements and features referred to ot indicated in the specification of the application, individually or collectively, and any or all combinations of any two ot mote said patts, elements or features, and where specific integers are mentioned herein which have known equivalents in the att to which this invention relates, such known equivalents are deemed to be incorporated herein as if individually set forth. ‘The invention consists in the foregoing and also envisages constructions of which the following gives examples only. In this specification “vessel” is intended to inchade boats such as smaller pleasure runabouts and other boats, larger launches whether mono-bulls or snulti-hulls, and larget vessels. BRIEF DESCRIPTION OF THE DRAWING A pteferted embodiment of the invention will be described by way of example only and with reference to the accompanying figure, which shows a schematic diagram of a preferred form steering system for a waterjet vessel propelled by a single waterjet unit. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring to the accompanying figute, the preferred form steering system 100 for a waterjet vessel includes a steering input device 101, contol system 102 and steeting device 103. The steering input device 101 may be, for example, a helm wheel 104 and/or steering joystick 105, which is/are operable by the pilot or helmsperson to turn the vessel via the steering device 103, for example the steering deflector 103a of a waterjet unit 106. It wil be appreciated that other steering input devices could be used alternatively, such as for example a tiller or manoeuvring controlles. The control system 102 is an interface between the steering input device 101 and the steering deflector 103a, and linked to the control system 102 is a yaw rate sensor 107 and a position sensor 108. The yaw rate sensor 107, for example a rate gyro, is fixed to the vessel and is configured to sense yaw motions of the vessel, while the position sensor 108 is arranged to sense the position of the steering deflector 103a of the waterjet unit 106.10 15 20 25 30 35 WO 2007035119 PCTINZ2006/000248 Jn operation, the steering input device 101 generates a desired turn rate signal 109 in response to the helmsperson’s operation of the helm wheel 104 and/or steering joystick 105. Essentially, the desized turn rate signal 109 represents the position of the steering input device 101 and ultimately the helmsperson’s demanded turn rate. For example, if the helm wheel 104 is turned hard over, a desired turn tate signal 109 may be generated which represents a demanded turn rate of say 20 degtees/second ot alternatively if the helm wheel 104 is amidships the demanded turn rate would bbe 0 degrees/second. The control system 102 receives this desired turn ate signal 109 and, in combination with the yaw rate sensor 107, position sensor 108 and steering deflector 103a, steers or tumns the vessel in accordance with the desired turn rate signal 109. ‘The control system 102 is a rapid response modulating feedback system which regulates the vessel turn rate, which is sensed or otherwise at least approximately assessed by the yaw rate sensor 107, with the desired turn rate as indicated by the operation of the steering input device 101 by the helmsperson. The control system 102 is closed-loop and in the preferred form includes an inner feedback loop 110 as to the position of the steering deflector 103a and an outer feedback loop 111 as to the turn rate of the vessel. The operation of the preferred form control system 102 will now be described in more detail. ‘The outer feedback loop 111 feeds back a vessel turn rate signal 112, representing the sensed or assessed vessel yaw or turn tate indlicated by the yaw rate sensor 107, to a summing junction 113, which also receives the desired turn rate signal 109 from the steering input device 101. The summing junction 113 is configured to calculate the difference or error, if any, between the vessel and desired turn ot yaw rate signals 112, 109 and generate a turn zate error signal 114. A stabilised helm controller 115 module teceives the turn rate error signal 114 and is configured to control the steering deflector 103a to minimise the error signal 114 so that the vessel tum rate converges with. the desired turn rate. ‘To minimise the turn rate ettor signal 114, the preferred form stabilised helm controller 115 controls the position of the steering deflector 103a via a desired steering device position signal 116. For example, if the desired tuin tate is 20 degrees/second to port and the vessel turn rate is only 15 degrees/second to pott, the stabilised helm controller 115 will minimise the 5 degrees/second exror by turning the steering deflector 103a further toward port. To ensute that the steeting deflector 103a is controlled and positioned in accordance with the desired steering device position signal 116 from the stabilised helm controller 115, the inner10 15 20 25 30 35 WO 2007035119 PCTINZ2006/000248 feedback loop 110 is utilised. The inner feedback loop 110 feeds back a steering device position signal 117 teptesenting the position of the steering deflector 103a, as sensed by the position sensor 108, to a summing junction 118 which also receives the desited steering device position signal 116 from the stabilised helm controller 115. In similar fashion to summing junction 113 associated with the outet feedback loop 111, summing junction 118 is configured to generate a steering device position ettor signal 119 which represents the difference, if any, between the signals 116 and 117. A steering device controller 120 module receives the steering device position error signal 119 and sends control signals to a steeting actuator 122 which moves and positions the steering deflector 103a to minimise the ettor signal 119 so that the actual position of the steering deflector 103a converges with the desired position. In the preferred embodiment shown the steering device controller 120 sends control signals 121 to the steeting actuator 122. The steering actuator 122 may comprise a hydraulic cylinder and associated hydraulic system or alternatively an electric or pneumatic actuator based system. ‘The vessel will generally turn in accordance with the position of the steering deflector 103a, although the ultimate vessel yaw/turn dynamics 124 will also depend on external disturbances such as wind, waves, tidal currents, trim and vessel directional instabilities. The stecting system 100 provides a benefit over known steering systems in that the helm wheel 104 and/ot steering joystick 105 ot other steering input device operated by the helmsperson is interpreted as a yaw/tutn rate demand, rather than a steering deflector position demand. Essentially, the steering system 100 provides a controlled relationship between the position of the steering input device 101 and the yaw/tumn rate of the vessel. The helmsperson does not need to ‘make constant small adjustments to the helm wheel 104 and/or steering joystick 105 due to external disturbances while steering a straight course or making a turn. With the steering system 1100, the vessel can be brought to a desired heading and this will be maintained over a reasonable petiod of time when the steering input device 101 is centered. Alternatively, a vessel will maintain a particular turn rate without constant manual adjustment for external factors. Furthermore, the steering system 100 is fully functional at high speed, during manoeuvring at low speeds and when the vessel is stationary. In particular, the steeting system 100 provides predictable handling of vessels at low speeds and during maneuvering when vessels tend to have a slower turning response. Another benefit of the steering system 100 is that itis capable of preventing loss of control of smal, high powered waterjet vessels which may spin-out during a high speed turn, as can occur10 20 30 35 WO 2007035119 PCTINZ2006/000248 when a waterjet vessel is traveling at high speed and the helm wheel 104 or steering joystick 105 is suddenly put hard over. Unlike a vessel with a udder of propeller, the stern of a waterjet vessel has virtually no grip on the water when turning fast and this can sometimes result in the stern suddenly skidding or spinning outwards. Steering systems of the invention have the capability to prevent this, since the high turn rate during the onset of the ‘kid’ will be detected and the steering will be automatically adjusted to prevent the spin-out ie. the outer feedback loop 111 automatically regulates the vessel turn rate with the desired turn rate. ‘The steering system may be enhanced with additional vessel sensoss, such as an accelerometer, roll and/or pitch angle sensor, and/or vessel speed sensor for example, to provide additional feedback on how the vessel is moving. It will be appreciated that the control system 102, or more particularly the stabilised helm controller 115, could be configured to also receive and respond appropriately to signals from any such additional sensors. ‘The conitol system 102 may, for example, be implemented in electronic cixcuitry as separate hardware modules, a custom chip with input/output ports, or in software which runs on a microptocessor or mictocomputer. Furthermore, the steering system, and in particular the inner 110 and outer 111 feedback loops of the control system 102, ate configured with fast response times in order to counteract the effects of vessels which are directionally unstable. ‘The steering system may have other features, for example a mode switch 125 may be provided to enable the helmsperson to switch the steering system 100 into a ‘normal’ mode ot a ‘stabilised’ ‘mode. In the ‘stabilised’ mode the steering system 100 will function to stabilise unwanted yaw motions of the vessel as described above so that the steering input device 101 is interpreted as a ‘yaw/turn rate demand. In a ‘normal’ mode the outer feedback loop 111 and stabilised helm controller 115 are disabled or bypassed resulting in a conventional steering system in which the steering input device 101 is interpreted as a steeting deflector position demand. ‘The steering system of the invention is primarily intended as a manual steeting system which allows a helmsperson to manually steer a vessel via operation of the steering input device ie. the helm wheel 104 and/or steering joystick 105 is online of ‘live’. In a farther embodiment however, full or partial autopilot functionality could be integrated with the steeting system. For example, partial autopilot functionality would enable a pilot to lock in a course heading or alternatively fall autopilot capability could be provided by incorporating a heading sensor, such as a fluxgate or gyro compass, into the steering system. In another configuration, an autopilot system may be provided as an10 18 WO 20077035119 PCTINZ2006/000248 -8- alternative steering input device to the helm wheel 104 and/or steeting joystick 105 and a pilot could select the autopilot system to be the steering input device ie. it would genetate the desired turn rate signal 109. With full autopilot functionality, the steering system could guide the vessel through a predetermined course and the inner 110 and outer 111 feedback loops would help the autopilot maintain its course more effectively. Iwill also be appreciated that the steering system of the invention can be implemented in a wide range of forms on a wide range of marine vessels, Details of the vessels, the individual control components and the propulsion units will be well known to a skilled reader. For example, the steering system could be configured to suit a vessel propelled by mote than one waterjet unit ora -vessel which has 2 steeting device such as a rudder or propeller. Furthermore, the stecting system. should be calibrated for the size and response time of each marine vessel itis installed in. ‘The foregoing description of the invention includes preferred forms thereof. Modifications may be made thereto without departing from the scope heteof as defined in the accompanying claims.10 15 20 25 30 WO 2007035119 PCTINZ2006/000248 CLAIMS: 1, A stecting system for a matine vessel including: one or more steering devices operable to turn a marine vessels a steeting input device arranged to generate a desired turn rate signal; arate sensor arranged to generate a turn rate signal indicative of vessel turn rate; and a control system configured to receive the vessel and desired turn tate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals. 2. A steering system for a marine vessel including: one ot more steering devices operable to turn a marine vessel; a steering input device arranged to command an ahead course for the vessel and to command turns away from an ahead course, the device generating to generate a desired turn rate signal; rate sensor arranged to generate a turn rate signal indicative of a vessel turn rate; and a control system configured to xeceive the vessel and desited turn rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals at least when the steering input device commands a turn away from an ahead course. 3. Asteeting system according to either one of claims 1 and 2 wherein the control system is attanged to control the steering device(s) so that the vessel turn rate signal converges with the desired tuen sate signal 4, A steering system according to any one of claims 1 to 3 wherein the steering input device is ahelm wheel. 5. A steeting system according to any one of claims 1 to 3 wherein the steeting input device is a joystick. 6. Acsteeting system according to any one of claims 1 to 3 wherein the steering input device is an autopilot. 7. Acsteeting system according to any one of claims 1 to 3 wherein the steeting input device is a track keeping system.10 15 20 25 30 WO 2007/035119 PCT/NZ2006/000248 -10- 8. A steezing system according to any one of claims 1 to 7 wherein the rate sensor is a turn sate gyroscope. 9. A steering system according to any one of claims 1 to 8 including a sensor arranged to indicate steering device position. 10. A steering system according to any one of claims 1 to 9 wherein the control system is, atranged to monitor the vessel turn rate during a turn and to control the steering device(s) to prevent the marine vessel from spinning out. 11. A steering system for a marine vessel including: one or more steering devices operable to turn a matine vessel; a steering input device which is manually operable by a user to generate a desired turn rate signals, a turn rate sensor arranged to generate a turn rate signal indicative of the vessel turn rate at the bow of the vessel; and a control system configured to receive the vessel and desired turn rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals at least when the steering input device commands a turn away from an ahead course, 12. A propulsion and steering system for a matine vessel including: one or more waterjet propulsion units, one or more steering devices operable to turn the marine vessel; a steering input device operable by a user to generate a desired tam rate signal; a rate sensor arranged to generate a turn sate signal indicative of the vessel turn rate; and «control system configured to receive the vessel and desied turn ate signals and to control the steeting device(s) to turn the marine vessel so as to minimise any difference between the signals. 1% y signal 23. A propulsion and steering system for a marine vessel including: one or mote waterjet propulsion units; one of more steering devices operable to tum the marine vessel; a steeting input device operable by a user and having a position in which the device commands an ahead course for the vessel and which is operable to command turns away from an ahead course, the device generating to generate a desired turn rate signal; a rate sensor arranged to generate a turn sate signal indicative of the vessel turn rate; and10 15 20 25 30 Wo 2007/038119 PCTINZ2006/000248 Me a control system configured to receive the vessel and desied turn rate signals and to control the steering device(s) to turn the marine vessel so as to minimise any difference between the signals at least when the steering input device is operated to command a turn away fom an ahead course. 14. A propulsion and steering system according to either one of claims 12 and 13 wherein the steering device(s) comprise one ot more steeting deflectors associated with the waterjet propulsion unit(s). 15. A propulsion and steering system according to any one of claims 12 to 14 wherein the control system is arranged to control the steering device(6) so that the vessel tutn rate signal converges with the desired turn rate signal. 16, A propulsion and steering system according to any one of claims 12 to 15 wherein the steering input device is a helm wheel. 17. A propulsion and steering system according to any one of claims 12 to 15 wherein the steering input device is a joystick. 18, A propulsion and steering system according to any one of claims 12 to 15 wherein the steering input device is an autopilot. 19 A propulsion and steering system according to any one of claims 12 to 15 wherein the steering input device is a track keeping system, or similar. 20. A propulsion and steering system according to any one of claims 12 to 19 wherein the rate sensor is a turn rate gyroscope. 21. A propulsion and steering system according to any one of claims 12 to 19 including a sensor atranged to indicate steering device position. 22, Apropulsion and steering system according to any one of claims 12 to 21 wherein the control system is arranged to monitor the vessel turn rate during a turn and to control the steering device(s) to prevent the matine vessel from spinning out.WO 2007/035119 23, PCTINZ2006/000248 -12- ‘A method fot steeting a matine vessel including the steps of: (2) operating a steeting input device of the marine vessel to generate a desired turn rate signal representing a desired turn tate of the marine vessel, away from an ahead course; (b) generating a vessel turn tate signal indicative of the turn rate of the marine vessel; and (¢) controlling one of mote steering device(s) of the marine vessel to turn the vessel so as to minimise any difference between the vessel and desired turn rate signals.PCT/NZ2006/000248 WO 2007/035119 (* i 401 bab 402 J i — f Steering 116 Tun Device Desired Rate 114 Position 120 Senate 12" 122 108 (‘74 409 Tu Error Signal ( ( Rate Signs } | ee Stabilsed [Steering Steering Vessel Helm Device 1s} Actuator |-»|Device Yaw Controller Controler (Deflector) | T"| Dynamics Steet = 113. Error Signal Steering — Pi Position aa 117 Position J Sensor Rate me 110 LU 112 fae 408 Yai Rate 4 Sensor 407 SUBSTITUTE SHEET (RULE 26)INTERNATIONAL SEARCH REPORT Tnterationel application No, : PCT/NZ2006/000248 A CLASSIFICATION OF SUBJECT MATTER Int. Cl. B63H 25/00 (2006.01) According to International Patent Classification (IPC) or to both national classification and IPC. B. FIELDS SEARCHED ‘Minima dosumentaion searched (Clasificaion sytem followed by ossification Smib0l5) ‘Documentation searched other than minimum documentation t the exent thal sich documents ave incuded ta the els searched ‘Hctronie data bese consulied during the International search (nano of daa base and, where pralicable, Sear terms used) DWPI IPC B63H 25/, B63H 11/, GOSD 1/ and keywords: steering and signal, sensor and similar words . DOCUMENTS CONSIDERED TO BE RELEVANT | catgory® | Cation oF dovunen with nication, where appropiate relevant passages Relevant to | claim No. US 6234100 BI (FADELEY et al) 22 May 2001 X | Abstract; column 6 lines 38-46 123 Us 5509369 A (FORD et al) 23 April 1996 X | Abstract; claims 12-15 1,23 US 5632217 A (FORD et al) 27 May 1997 X | Abstract; claims 1-4 111,23 WO 2000/015495 A} (ABB AZIPOD OY) 23 March 2000 X | Abstract; page 10, par. 3-page 11, par. l; page 12, par. 4-page 13, par. 1 } n,23 | | [X] Further documents are listed in the continvation of Box [X|] Se# patent family annex = Special xeon of oed document “A* —dbsameot sng te general saicfthe a whichis 1 ‘er docment polished ter the inerationl lng te ond and ot in not eonsideted 10 be of particular relevance cot withthe pplication bt eit Ye understand the rnc theory ‘ndeyng the faverion “E! _ cater pplication or patent but published on orate the "X* document of patel relevance; he caine iaventon canna be conser nove Intemational ing dat or amt be consid to involve an inventive tp whan he document taken tone "Lt document which may throw doubts 0 privity clas) °Y —_dgcumen of paneulr relevance the lames fventon canna be aonsdered to or which ited to esablsh te publietion dat of ‘involve an inventive sep when the dacuent combined with one o oe other nce citation or ote spell reason (specifi) such documents, such combsnion bel obvious to person ale nthe at "O" document fering to anor dislsur, ie, exhibition ie be document member ofthe stme ptt aly "P* document published prior the ntratons fling dte but ater than the ray date lar ‘Date ofthe actual competion of tae intermationel search ‘Date of mating ofthe intemational search report 14 December 2006 21 DEC 7006 ‘Name and mailing address of he ISAIAU “Kathoriaed offcer AUSTRALIAN PATENT OFFICE PO BOX 200, WODEN ACT 2506, AUSTRALIA E-mail address: pet@ipausralia.gov.au Facsimile No. (02) 6285 3929 S.J. DESCHANEL ‘Telephone No : (02) 6283 2368 Form PCT/ISA/210 (second sheet) (April 2005)INTERNATIONAL SEARCH REPORT international application No. ‘PCT/NZ2006/000248 [© Continuation) DOCUMENTS CONSIDERED TO BE RELEVANT | category | Citation of document, with indeation, where appropriate, ofthe relevant passages Relevant 10 claim No. ‘US 5253604 A (BOHLIN) 19 October 1993 X | Abstract; column 3, lines 42-46 1-11, 23 WO 1992/006891 Al (SYNCRO-CORPORATION) 30 April 1992 X | Page 4, line 34-page 6, line 85 claim 3 1-11, 23 US 4611549 A (KODERA et al) 16 September 1986 X | Abstract; column 2, line 17-column 4, line 30 111,23 US 4636701 A (KODERA et al) 13 January 1987 X | Abstract; claim 2 1-11,23 US 4595867 A (COGNEVICH et al) 17 June 1986 X | Abstract; claims } a-11,23 } A | WO2005/054050 A2 (ROLLS-ROYCE NAVAL MARINE INC,) 16 June 2005 Form PCT/ISA/210 (continuation of second shee!) (April 2005)INTERNATIONAL SEARCH REPORT ‘nternational application No. Information on patent family members PCT/NZ2006/000248 This Annex lists the known "A” publication level patent family members relating to the patent documents cited in the above-mentioned international search report. ‘The Australian Patent Office is in no way liable for these particulars which are merely given for the purpose of information. Patent Document Cited in Patent Family Member Search Report US 6234100 ‘AU 58091/99 EP 1107907 NZ 332407 US 6401644 us 6447349 US 6453835 US 2001010987 us 2001021613, us 2003077954 Wo 0013967 US 5509369 CA__ 2158109 US 5632217 WO 0015495 AU 57481/99 CA 2343940 CN 1318023 EP 1119486 FI 81971 No 20011302 PL 346649 Us 6431928 US 6688927 US _ 2002197918 Us 5253604 AU 6913/91 SE 8904222 wo 9108947 WO 9206891 CA 2092531 EP 0554387 US 5214363 us 5361024 us 4611549 CA 1231768 ==S=SCPSC«438ST gp 60071392 JP 60076498 3p 60199797 No 844539 wo 8403871 US 4636701 CA 1233219 “EP 0122159 NO 841420 US 4595867 Wo 2005054050 EP 1687660 =sEP—«1697209 US 2005122284 WO 2005052653 — —| Duc to data integration issues this family listing may not include 10 digit Australian applications filed sinoe May 2001. END OF ANNEX Form PCT/ASA/210 (patent family annex) (April 2005)