1821results about "Propulsive elements" patented technology

The utility model discloses a water area propeller and water area movable equipment. The water propeller is used for connecting a water carrier to propel the water carrier to move in the water. The water area propeller comprises a body and an operation device. A propelling device used for outputting propelling force for propelling the water area carrier to move is arranged at the end of the machine body. The operation device is rotationally connected to the end, away from the propelling device, of the fuselage body through a transverse connecting shaft, can be folded or unfolded with the fuselage body and is used for being operated by a user to control the water area propeller to operate. The operation device is provided with a first locking unit, the machine body is provided with a second locking unit, and when the operation device and the machine body are in a folded state, the first locking unit and the second locking unit lock the operation device and the machine body at the position between the transverse connecting shaft and the propelling device. And a suspension beam capable of loading the fuselage main body is formed between a locking position of the operating device between the first locking unit and the second locking unit and a connecting position of the operating device on the transverse connecting shaft.

A tiller is for a marine drive. The tiller has a tiller arm and a grip on the tiller arm, the grip being rotatable out of a center position to control speed of the marine drive. The grip is operable in a right-hand mode in which the grip is only rotatable in a right-hand rotational range away from the center position and the grip is alternately operable in a left-hand mode in which the grip is only rotatable in a left-hand rotational range away from the center position, wherein the right-hand rotational range is diametrically opposite of the left-hand rotational range. A switching device is movable into a right-hand switch position in which the grip is operable in the right-hand mode and alternatively movable into a left-hand switch position in which the grip is operable in the left-hand mode.

The utility model discloses a water area propeller and water area movable equipment. The water area propeller comprises a machine body, an operation device and a locking module. A propelling device used for outputting propelling force for propelling the water area carrier to move is arranged at the end of the machine body. The operation device is rotationally connected to the end, away from the propelling device, of the fuselage body through a transverse connecting shaft, can be folded or unfolded with the fuselage body and is used for being operated by a user to control the water area propeller to operate. The locking module comprises a first locking unit and a second locking unit, and the first locking unit and the second locking unit are arranged in the operation device and the machine body respectively. The suction force between the first locking unit and the second locking unit of the locking module locks the operating device and the fuselage body at the position between the transverse connecting shaft and the propelling device, and the operating device forms a cantilever beam capable of loading the fuselage body between the transverse connecting shaft and the locking module.

A transportable outboard motor has a tiller which is pivotable about a lateral tilt axis into a plurality of tilt positions and also pivotable about an axial yaw axis into a plurality of yaw positions. The tiller is pivotable about the axial yaw axis into a straight-ahead position, into a port yaw position which is oriented towards the port side relative to the straight-ahead position, and into a starboard yaw position which is oriented towards the starboard side relative to the straight-ahead position. The tiller is pivotable downwardly about the lateral tilt axis from the port yaw position, and downwardly about the lateral tilt axis from the starboard yaw position. Pivoting the tiller into the plurality of yaw positions creates space for a user to manually grasp a swivel tube and thereby lift the transportable outboard motor from a rear-laydown position.

In one aspect, a wireless remote controller for a personal watercraft is provided that includes a watertight housing forming a watertight compartment. The housing includes a through hole extending through the housing from an upper side of the housing to a lower side of the housing. The remote controller includes a throttle interface removably attached to the housing such that the throttle interface is movable between a first position and a second position and at least a portion of the throttle interface positioned within the through hole of the housing. The remote controller further includes a sensor positioned within the watertight compartment of the housing to detect a position of the throttle interface.

The invention discloses a magnetohydrodynamic propulsion device which is used for reducing navigation noise and improving navigation concealment. The device comprises a propelling main body, a magnetic field element, an electrode, an inlet pipe fitting and an outlet pipe fitting, the inlet pipe fitting is arranged at one end of the propelling main body, the outlet pipe fitting is arranged at the other end of the propelling main body, a fluid channel is arranged in the propelling main body, and the fluid channel is respectively communicated with the outlet pipe fitting and the inlet pipe fitting; the magnetic field elements and the electrodes are alternately arranged at intervals, the magnetic field elements and the electrodes are arranged on the propelling body in a surrounding mode around the axis of the propelling body, the polarities of every two adjacent electrodes are different, the magnetic field elements are used for generating a magnetic field in the fluid channel, and the electrodes are used for generating an electric field in the fluid channel. The magnetic field is matched with the electric field to drive fluid to flow to the outlet pipe fitting along the fluid channel.

A marine drive assembly is configured for propelling a marine vessel in a body of water. The marine drive assembly may include a drive unit having a propulsor for generating a thrust force in the body of water, a mounting bracket for mounting the drive unit to the marine vessel, the mounting bracket having an exterior facing portion outside the marine vessel and an interior facing portion inside the marine vessel, and a heat exchanger configured to exchange heat between water from the body of water and a cooling fluid for cooling a component of the marine drive assembly, wherein the heat exchanger is coupled to the exterior of the mounting bracket.

The present invention relates to a fuel processing system and a ship comprising the same, comprising: a fuel supply unit for supplying fuel discharged from a fuel storage tank to a demand site; a fuel recovery unit that recovers the remaining fuel returned from the demand location; and a fuel processing unit for collecting the fuel output from the fuel supply unit or the fuel recovery unit, the fuel processing unit including a plurality of absorption tanks for generating waste water by collecting the fuel with water, the fuel output from the fuel supply unit or the fuel recovery unit sequentially passes through the plurality of absorption tanks and is dissolved in water stored in the absorption tanks, thereby converting the fuel into waste water.

A transportable outboard motor has a midsection and a tiller extending forwardly from the midsection. The tiller is pivotable about a lateral tilt axis into a downward tilt position in which the tiller is oriented transversely to the lateral and longitudinal directions. The tiller in the downward tilt position is configured to permit manual carrying of the transportable outboard motor.

The invention provides a propulsion system and an electric kayak. The propelling system comprises a shell, a main shaft, a propeller, an electric driving device and an electric control device. The shell is provided with a cavity. The main shaft is rotatably mounted on the shell and extends from the cavity of the shell to the outside of the shell. The propeller is arranged outside the shell and connected to one end of the main shaft. The electric driving device is connected to the other end of the spindle and drives the spindle to drive the propeller to rotate. The electric control device is electrically connected to the electric driving device and controls the propelling system.

An electric propulsion device includes a motor for rotating a propeller and a cooling device for cooling the motor. The cooling device includes a first cooling system and a second cooling system. The first cooling system includes a heat exchanger that uses water from outside the electric propulsion device as cooling water and cools refrigerant, and a supply passage that supplies the water from outside the electric propulsion device as the cooling water to the heat exchanger. The second cooling system includes a motor cooling jacket that is provided in the motor and cools the motor with the refrigerant, and a circulation passage that circulates the refrigerant between the heat exchanger and the motor cooling jacket.

There is provided a battery supporting structure to be provided in a vessel, the battery supporting structure including a supporting part that supports a battery, wherein the supporting part is movable between below and above a deck of the vessel by rotating around a rotary shaft provided in the vessel.

A tiller system for a marine drive having an electric motor is provided. The tiller system includes a tiller having a shift handle and a throttle grip configured to be rotated about a throttle axis to control a speed of the electric motor. The tiller system further includes a controller communicatively coupled to the throttle grip and the shift handle. The controller is configured to determine whether the tiller is in a separate handle mode or a throttle grip mode. Responsive to a determination that the tiller is in the throttle grip mode, the controller is configured to operate the electric motor such that a rotation of the throttle grip about the throttle axis controls a rotation direction of the electric motor.

A trolling motor mount to mount a trolling motor to a boat consisting of a multi-bar change point apparatus to lock the trolling motor in either a stowed position or a deployed position and a release assembly to unlock and move the multi-bar change point apparatus from either the stowed position to the deployed position or from the deployed position to the stowed position.

The invention belongs to the technical field of robots, and discloses a ship and bridge dual-purpose cleaning robot and a cleaning control method. The main body structure comprises a resistance reduction-propulsion integrated power system jointly formed by a fairing and a vector nozzle, a grading collaborative cleaning module jointly formed by a cavitation water jet module and a grinding cleaning module, an adsorption system and an auxiliary supporting module, and the auxiliary supporting module comprises a plurality of auxiliary supporting mechanical arms and is used for achieving the purpose of cleaning the water jet in a cleaning mode and an underwater swimming mode. By adjusting the position of a supporting point in real time, the device adapts to structural changes of ribs and bilges of a hull and is used for being matched with an adsorption system and a vector sprayer to form an alternate-cooperative dual-working mode, and different operations of vertical climbing and surface-changing movement are assisted to be completed. The device has multiple purposes, can continuously work on a ship body and a bridge pier, does not need to be modified or replaced by multiple machines, and reduces the comprehensive use cost. And meanwhile, multi-machine cooperation is supported, an efficient cluster cleaning mode is formed, and the operation efficiency and economical efficiency are further improved.

An electric propulsion device includes a propeller, a motor rotating the propeller, an inverter controlling driving of the motor, and a cooling device cooling the motor and the inverter. The cooling device includes an intake port taking water around the electric propulsion device into the electric propulsion device as cooling water, a drain port discharging the cooling water taken into the electric propulsion device to around the electric propulsion device, a pump flowing the cooling water from the intake port to the drain port in the electric propulsion device, a motor water jacket cooling the motor with cooling water taken into the electric propulsion device, and an inverter water jacket cooling the inverter with cooling water taken into the electric propulsion device. The motor water jacket and the inverter water jacket are connected in series between the intake port and the drain port in the electric propulsion device.

The invention provides a ship waste heat recovery and reutilization system. The ship waste heat recovery and reutilization system comprises a waste heat collection unit and a solar energy collection unit, wherein the solar energy collection unit and the waste heat collection unit form a photo-thermal-waste heat complementary energy supply network; the thermal energy conversion unit adopts an ORC system; the energy storage unit, the heat energy utilization unit and the optimization control module are configured to monitor system operation data in real time, identify a low-efficiency operation state in which the waste heat recovery rate and the electric energy conversion efficiency do not reach a preset threshold value, and dynamically adjust key parameters of each unit based on a low-efficiency alternative solution corresponding to the operation state in an algorithm; the wide-range load fluctuation of the marine main engine is adapted, and the comprehensive benefit maximization of the system is realized; the adjustment mode comprises the following steps of: randomly disturbing the low-efficiency alternative solution by taking the median of the current population as a benchmark, and separating from local optimum; and determining the search direction based on the preference weight of the optimal alternative solution in the population, and finely adjusting the parameters through the local search of which the search range shrinks along with iteration.

A thermal management system for a marine vessel includes a closed loop circuit in which heat transfer fluid circulates, a first refrigeration component cooled or heated by the heat transfer fluid and configured to cool or heat air within a compartment on the marine vessel, and an open loop circuit. A pump is configured to pump water from a body of water in which the marine vessel is operating, through the open loop circuit, and back to the body of water. A second refrigeration component is configured to exchange heat between the closed loop circuit and the open loop circuit, and a water heater is configured to receive heat from the closed loop circuit to thereby heat potable water in the water heater.

The application discloses an outboard motor testing system, which comprises a water tank, a supporting device for supporting the outboard motor above the water tank, two height adjusting mechanisms installed on the supporting frame, a turnover mechanism installed on the height adjusting mechanisms, a crossbeam installed between the two turnover mechanisms, a clamping device arranged in the water tank for clamping and fixing the testing end of the outboard motor, and a dynamometer arranged outside the water tank and connected with the propeller shaft of the outboard motor through a transmission shaft mechanism. The outboard motor testing system can improve the testing precision and efficiency.

The invention provides a composite feedforward cooperative control method and system for propulsion of a controllable-pitch propeller of a ship. The method comprises the following steps: establishing a propulsion composite model comprising a ship load inquiry function model and a controllable-pitch propeller propulsion cooperative control model; identifying ship resistance characteristics in real time through a load inquiry model, predicting main engine power and propeller rotating speed requirements at different navigational speeds, and calculating a main engine power margin; setting a host security threshold based on the maximum persistent power margin; within the allowable range of the safety threshold value, three cooperative control modes are selected and executed in a self-adaptive mode according to the navigation working condition, wherein the three cooperative control modes include the pitch-accelerator joint control mode under the constant rotating speed of a main engine, the main engine rotating speed-accelerator joint control mode under the fixed pitch of a controllable-pitch propeller and the controllable-pitch propeller rotating speed-pitch joint control mode under the constant power of the main engine. According to the invention, through feedforward prediction and multivariable cooperation, navigational speed closed-loop stable control is realized, the problems of host overload, black smoke emission, high exhaust temperature and large control fluctuation are fundamentally avoided, and fuel economy and all-condition navigation safety are improved.

A tiller is for controlling a marine drive. The tiller has a base bracket assembly and a tiller arm which is extends outwardly from the base bracket assembly. The base bracket assembly is configured to facilitate yaw adjustment of the tiller arm, in particular into and between a variety of yaw positions relative to the base bracket assembly. The tiller arm has a grip restraining device which is located on the bottom of the middle portion of the tiller arm and is manually accessible from both sides of the tiller arm. The grip restraining device is specially configured to selectively restrain rotation of a hand grip on the outer end of the tiller arm. The tiller arm also has a tilt mechanism which facilitates tilting of the tiller arm relative to the base bracket assembly into and between a variety of tilt positions, including a straight upward tilt position and a straight downward tilt position.

A hydrofoil arrangement for a boat includes a fastening device, first and second rigid elements, and a main hydrofoil. The fastening device is fastened on an outside of a hull below a waterline of the resting boat. The first rigid element pivots in a first pivot plane into and out of engagement with the hull, vertical and parallel to a forward direction. The second rigid element is connected to the first rigid element and extends at an angle to the first rigid element so that a second end of the second rigid element is at a vertical distance from the hull. The main hydrofoil is fastened to the second end of the second rigid element. The first rigid element can be pivoted downwards and backwards, and thereafter upwards and further backwards, to a position where its second end is arranged stern of the hull. A method is also described.

The application discloses a kind of ship's multiple propeller collaborative propulsion control method and system, it is related to ship automation control technical field.For by the control system of ship collaborative control multiple propeller to carry out ship propulsion, collaborative propulsion control method includes: obtaining the speed of ship, main station handle position and power station available power;Based on speed and main station handle position, identify the current navigation condition of ship;Based on the matching relationship of pre-set, obtain the operation mode matched with navigation condition;Based on navigation condition, operation mode and the switching control strategy between different navigation conditions of pre-set, available power of power station is distributed to multiple propeller, and the collaborative propulsion of ship is carried out.Such, by based on speed and main station handle position, identify navigation condition, and match operation mode, to distribute available power of power station to multiple propeller, improve the response speed of ship propulsion control, improve the adaptability to complex navigation environment, improve ship safety.

The invention discloses a low-noise operation control method and system for a ship cooling pipeline, and relates to the technical field of low-noise operation control, and the method comprises the steps: carrying out the flow field feature extraction of historical detection data of the ship cooling pipeline, and combining the flow field feature data with pipeline structure data to carry out the flow field distribution analysis; performing sound field distribution modeling on the flow field distribution result to obtain a sound field distribution diagram, and combining the sound field distribution diagram with the equipment parameter operation state data to perform noise attribution analysis; and real-time state monitoring data of the ship cooling pipeline are obtained, coupling evaluation of noise and cooling efficiency is carried out in combination with a noise attribution analysis result, real-time operation equipment parameters are dynamically adjusted, and low-noise operation control over the ship cooling pipeline is achieved. According to the method, the limitation of a traditional ship cooling control mode is broken through, accurate noise suppression is achieved on the premise that the cooling performance is guaranteed, and meanwhile dynamic balance between the noise level and the cooling capacity is achieved.

The invention discloses a liquid hydrogen high-temperature superconducting motor and magnetofluid dual-power propulsion system, and aims to solve the problems that an existing ship propulsion system is single in power mode and insufficient in power density. The system comprises a liquid hydrogen storage and supply unit, a cooling unit, an energy conversion unit, a superconducting motor propulsion unit and a magnetofluid propulsion unit, the liquid hydrogen storage and supply unit conveys liquid hydrogen to the superconducting part through the cooling loop, the liquid hydrogen is converted into hydrogen through the heat exchanger after being cooled, the energy conversion unit converts the hydrogen into electric energy and outputs the electric energy in a matched mode, and the superconducting motor propulsion unit and the magnetic fluid propulsion unit generate mechanical energy or electromagnetic force through the electric energy to drive a ship. And the superconducting component is cooled by the cooling loop. The liquid hydrogen in the system has the dual functions of a cooling medium and fuel, a coolant and fuel do not need to be additionally configured, the requirements for silence, high thrust and rapid maneuvering are met, the power density is high, the environmental protection property is good, and the system is suitable for high-performance propelling scenes such as ships, especially submarines.

The invention belongs to the technical field of ship electric propulsion, and particularly relates to a ship electric propulsion dual-mode control system with a multi-redundancy architecture, and the system comprises the steps: firstly, accurately obtaining the actual rotating speed and electromagnetic torque of a motor through a sensor group with redundancy configuration and two-out-of-three voting logic; secondly, calculating load disturbance intensity by utilizing time domain difference analysis, and calculating the deviation between the actual torque and the theoretical hydrodynamic torque in combination with a propeller characteristic coefficient, so as to generate a load anomaly index; generating a dynamic flexible factor with a damping characteristic based on the index by using a Sigmoid function and low-pass filtering logic; and finally, carrying out weighted fusion on output instructions of the rotating speed mode and the torque mode according to the factor. According to the method, normal acceleration and sea wave disturbance can be accurately distinguished, smooth seamless switching between a static water speed stabilization mode and a severe sea condition machine protection mode is achieved, and control oscillation and mechanical damage are effectively avoided.

A watercraft propulsion system includes a first propulsion device attachable to a hull, a second propulsion device attachable to the hull adjacent to the first propulsion device, a first steering device to steer the first propulsion device, a second steering device to steer the second propulsion device, and a controller configured or programmed to control the first propulsion device, the second propulsion device, the first steering device, and the second steering device. The controller is configured or programmed to determine whether or not a predetermined load torque increase condition is satisfied in which a steering load torque of the second propulsion device is likely to be increased by a water jet generated by the first propulsion device, and to perform a propulsive force restricting control to restrict the propulsive forces of the first propulsion device and the second propulsion device if the predetermined load torque increase condition is satisfied.

In an aspect, a pivot and sliding mount for a trolling motor of a marine vessel is presented. A pivot and sliding mount for a trolling motor includes a mount having a top surface and a bottom surface. A bottom surface is attachable to a surface of a marine vessel. A pivot and sliding mount includes a base. A base includes a rotatable element and a slidable element. A base is configured to allow both a rotation and axial translation of the trolling motor with respect to the mount.

The present invention relates to an electric outboard motor aluminum plate-fin heat dissipation device, comprising an underwater cooling housing, a first cooling cavity and a second cooling cavity being formed in the underwater cooling housing, and the first cooling cavity being communicated with the second cooling cavity by means of a water flow channel. The underwater cooling housing is connected to a sealing cover for sealing the first cooling cavity and the second cooling cavity; the sealing cover is connected to a coolant inlet communicated with the first cooling cavity, and the scaling cover is connected to a coolant outlet communicated with the second cooling cavity, the coolant inlet and the coolant outlet being cyclically communicated with each other by means of a cooling pipe and a cooling recirculating pump. A first heat exchange filling block and a second heat exchange filling block which are respectively matched with the first cooling cavity and the second cooling cavity in shape are embedded in the first cooling cavity and the second cooling cavity respectively, surfaces of the first heat exchange filling block and the second heat exchange filling block both being provided with a plurality of flow guide channels for the coolant to flow. The present invention can reduce the weight while ensuring a heat dissipation effect.

The invention discloses a water jet propulsion boat low-speed working condition energy-saving device based on the coanda effect. The water jet propulsion boat low-speed working condition energy-saving device comprises a flow guide plate, a fixed connecting piece and an angle adjusting device. The guide plate is arranged behind a nozzle of the water-jet propeller and is an S-shaped curved surface, the front end is hinged with the fixed connecting piece, and the rear end is hinged with the angle adjusting device; under a low-speed working condition, the guide plate rotates to a folded state, the upper wall surface covers a nozzle of the water-jet propeller and can guide jet flow to flow in a manner of being attached to the guide plate by means of the coanda effect, and the lower wall surface guides circulating vortex in a boat rear wake flow field; under the medium-high speed working condition, the guide plate rotates to a put-down state, the upper wall face is far away from jet flow of the water-jet propeller, and the lower wall face does not generate additional flow field disturbance in the boat body wake flow field. The jet flow of the water-jet propeller and the circulating vortex of the wake flow field of the boat body are guided based on the coanda effect, adverse flow coupling between the jet flow of the water-jet propeller and the circulating vortex is restrained, recycling of effective momentum in the corresponding wake flow field vortex is synchronously improved, and therefore the propelling efficiency of the water-jet propelling boat under the low-speed working condition is improved.