47results about "Steering by propeller slipstream deflection" patented technology

A method for controlling the movement of a marine vessel comprises steps that rotate two marine propulsion devices about their respective axes in order to increase the hydrodynamic resistance of the marine propulsion devices as they move through the water with the marine vessel. This increased resistance exerts a braking thrust on the marine vessel. Various techniques and procedures can be used to determine the absolute magnitudes of the angular magnitudes by which the marine propulsion devices are rotated.

Methods and arrangements to redirect a forward thrust generated by a propeller of a watercraft to provide a non-forward thrust are disclosed. More specifically, embodiments comprise a control surface to redirect the forward thrust from the propeller. Based upon a position (i.e., distance and orientation) of the control surface with respect to the propeller, the redirection generates the non-forward thrust or thrusts. By redirecting a component of the forward thrust back toward the bow, the net forward or reverse, port or starboard thrusts and rotational thrust can be adjusted in fine increments. For instance, by adjusting the amount of prop wash hitting the control surface, the magnitude of the redirected thrust from the control surface can be adjusted. Further, adjusting the angle of the control surfaces adjusts the direction as well as magnitude of a reverse thrust component. The net thrust can be in any direction and rotational.

A braking system for a personal watercraft includes at least one brake plate for mounting to the transom of a personal watercraft such that the jet nozzle of the watercraft is directionally adjustable independently of the braking system. The brake plate is alternatable between a nonbraking condition wherein the plate is retracted against the transom and is held completely above a lower edge of the transom, and a braking condition where the brake plate extends beyond the lower edge of the transom. A hand-controlled actuator assembly selectively alternates the brake plate between the braking and nonbraking conditions.

Various aspects provide for “parking” an apparatus in a “parking position.” A parking position may be a configuration of an apparatus that minimizes damage resulting from extended exposure during periods of inactivity. An apparatus may comprise a marine apparatus, which may be configured to be disposed in an environment comprising saltwater, salty air, brackish water, freshwater, and the like. An apparatus may comprise a propulsion system (e.g., for a ship) and/or a steering system. Some aspects include a water jet based propulsion system having a scoop and a nozzle operable to redirect the water jet, providing a range of forward/backward and port/starboard thrusts. A control cylinder and/or a linkage may be parked in a configuration that segregates damage incurred during periods of inactivity to portions of an apparatus not needed for normal operation.

The invention discloses a water lifesaving device comprising a casing and propellers. The two U-shaped sides of the casing are provided with power cabins for accommodating the propellers, and the topsurface and the bottom surface of the casing are respectively provided with water inlets connected with the power cabins; the end of the casing is provided with water outlets communicating with the power cabins; the propellers are arranged in the power cabins, the water suction ports of the propellers are directed toward the water inlets, the water injection nozzles of the propellers are directedtoward the water outlets; the power cabins are provided with supporting devices for supporting the propellers, the outer surface of the propellers are provided with rotating devices, and the rotatingdevices are coupled with the supporting devices, so that the propellers can perform a flipping motion in the power cabins. In the water lifesaving device, the propellers can suck water in multiple directions and provide power to the lifesaving device, so that the lifesaving device can be adapted to different weather conditions for rescue, and the lifesaving device has good power performance, highrescue efficiency, stable and reliable structure, long service life, rich functions and good practicality.

Multi-directional marine propulsors for use with boats having a hull, a keel and a motor with a propeller are disclosed. The propulsor may have a cylindrical housing with fore, aft, port and starboard apertures and define a central axis when the housing is mounted to the boat. The housing may receive the propeller proximate the fore aperture such that the propeller may rotate about the central axis to provide forward thrust. An elliptical diverter gate may be mounted within the housing proximate the aft aperture for vertical rotation between port, central and starboard positions. When the gate is in port, central and starboard positions, forward thrust may exit the port, central and starboard apertures respectively. The elliptical diverter gate may be rotated between the port, central and starboard positions as desired. Alternative multi-directional marine propulsors may be mounted directly onto boat motors.

The invention discloses a ship which can advance laterally and reduce the wave resistance. It includes ship body (1), the lateral position below the ship body (1) floating line is equipped with several tunnel (2) passing through the ship body (1), two ends of each tunnel (2) are equipped with propeller (3) respectively, the propeller (3) is connected with the drive device (K1) driving it work and the all-slewing equipment (K2) which can make the propeller (3) generate thrust towards any direction, it is also equipped with the lateral oscillating motion device(K3) which recalls and overhangs the propeller (3) into tunnel (2). The ship has simple structure, it can reduce the ship wave resistance effectively to pushing water navigation, as well as can make the propeller generate thrust towards any direction conveniently and recall or overhang the propeller into tunnel, it can effectively increase the cabin capacity of ship; it can realize turning conveniently and enhance the stability of ship course greatly.

A watercraft includes a watercraft control mechanism that is capable of steering, decelerating, and/or trimming a watercraft without causing the stern to elevate and the bow to dive; steers or assists steering in off-power situations; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that can be stowed or retracted to minimize hydrodynamic drag at high speeds; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that does not become clogged or jammed by seaweed or flotsam or foreign objects floating in the water; and decelerates or assists in decelerating a watercraft in a smooth and stable manner when the watercraft is travelling at high speeds.

A method of controlling a watercraft comprises actuating a lever, controlling a speed of rotation of an engine to be at or below a reverse gate actuation speed in response to the actuation of the lever, moving the reverse gate in response to the actuation of the lever without further driver intervention once the speed of rotation of the engine is at or below the reverse gate actuation speed, and controlling the speed of rotation of the engine in order to decelerate the watercraft in response to the actuation of the lever and the reverse gate moving without further driver intervention. A watercraft and a method of controlling the watercraft based at least in part on an angle of a helm assembly are also disclosed.

A watercraft with a control system includes at least two propulsion units carried by a hull of the watercraft. Each propulsion unit is independently turnable. The watercraft includes a control system arranged to control orientation of the propulsion units. The control system includes a first control mode in which turning of two of the propulsion units is limited to turning through less than an entire range of motion of the two propulsion units, in equal amounts, and in opposite directions relative to a longitudinal centerline of the watercraft.

A propelling system for a boat includes a housing adapted to be mounted to a stem of the boat and having a receiving chamber inside and a waterway at a bottom side thereof, a propeller rotatably disposed in the waterway of the housing, a driving device mounted in the receiving chamber of the housing and having a driving member and a linking member pivotally coupled to the driving member, and a guide ring connected to the linking member of the driving device and located in the waterway of the housing in such a way that the guide ring surrounds blades of the propeller and is pivotable relative to the propeller. Thus, the propelling system has the advantage of increasing the utilization of the internal space of the boat.

A marine vessel steering apparatus includes a steering mechanism arranged to be operable by an operator, a steering unit arranged to turn a pivoting unit mounted pivotally on a marine vessel, a detecting unit arranged to detect if an actual pivoting angle, the turning angle of the pivoting unit, becomes equal to or greater than a predetermined angle, a locking unit arranged to lock the turning of the steering mechanism, and a control unit. The control unit is programmed to set a target pivoting angle based on the turning state of the steering mechanism and to drive the steering unit to make the actual pivoting angle equal to the target pivoting angle. The control unit is also programmed, when the detecting unit detects that the actual pivoting angle becomes equal to or greater than the predetermined angle, to drive the locking unit to lock the turning of the steering mechanism.

A boat propeller apparatus can be coupled to virtually any motor boat to cause the boat to safely and efficiently produce a surfable wake. The boat propeller apparatus can be configured to mount to the boat in a way that causes the apparatus to be positioned and secured behind but spaced from the propeller while the boat is moving forward. The apparatus will therefore be in the path of the propelled water and will function to divert the propelled water in such a way as to create a larger/taller wake than would otherwise be produced by the boat. The boat propeller apparatus can also function as a propeller shield and be used in conjunction with a propeller guard.

The invention relates to a propulsion system of a power-style ship, comprising a casing, a propeller, an oil-pressure driving device and an air guide sleeve. The casing is connected with a stern part of the power-styled ship and is provided with a chamber and a guiding channel. The propeller is arranged on the stern part and is positioned in the guiding channel. The oil-pressure driving device is arranged in the chamber of the casing and is provided with a driving part and a linkage part pivoted with the driving part. The air guide sleeve covers the propeller with the common axis and is pivoted with the linkage part to lead the linkage part to be driven by the driving part so as to drive the air guide sleeve adopting the center of the propeller as an axes to partially sway to the left and right, not only controlling the left or right turning of the power-style ship but also controlling the left or right backing of the ship when the propeller reverses and leading the engine of the power-style ship to be arranged at a position near the stern part so as to enlarge the internal space.

The present invention relates to a propulsion apparatus for a marine vessel and to a marine vessel comprising same. The propulsion apparatus for a marine vessel according to one embodiment of the present invention comprises a tunnel unit; a propeller which rotates within the tunnel unit to generate propulsive force, and one end of which has a jet fluid outlet port; a driving unit which provides driving force for rotating the propeller; shafting for transmitting the driving force of the driving unit to the propeller; and a jet fluid supply unit which supplies jet fluid to the jet fluid outlet port such manner that a jet fluid layer is formed between the end of the propeller and an inner wall of the tunnel unit.

A brake apparatus is provided for a water craft which has a hull. The brake apparatus includes a craft attachment unit attached to the hull of the water craft. A pair of combined hinge assembly/hinge-to-plate connection brackets is connected to the craft attachment unit. A brake plate is connected to the combined hinge assembly/hinge-to-plate connection brackets. A brake plate control assembly is connected to the brake plate. The brake plate control assembly includes a brake cable and a cable winder assembly which is connected between the brake cable and the brake plate for lifting and lowering the brake plate. The craft attachment unit is attached to a rear or stern portion of the water craft. Preferably, a return spring assembly is connected to the cable winder assembly. The return spring assembly returns the brake plate to a nonbraking mode or locked condition when braking action is no longer needed.

The invention discloses a ship capable of cleaning floating garbage on water. Long-strip-shaped buoyancy bodies are symmetrically arranged on both sides of the lower portion of the ship capable of cleaning the floating garbage on the water. A narrow and long drainage channel is arranged between the two long-strip-shaped buoyancy bodies, a garbage conveying device in a crawler type is arranged on the front section of the channel in an inclined upwards mode, and a crawler is a mesh type filter crawler (3). A propeller drainage valve is installed on the rear portion of a water-flowing channel which is on the middle of a ship body, and the propeller drainage valve comprises a propeller (19) and five side valves which are arranged in a cross-type three-way pipeline. The propeller (19) is installed in the front section of an intermediate pipeline (12), and a main valve (S) is installed in the rear section of the intermediate pipe (12). Left steering valves (L) and right steering valves (R) are installed on two side pipelines on the left and right sides. The main valve (S) arranged on the intermediate pipeline (12), a first side valve (M) arranged on a left side pipeline (20), and a second side valve (M') installed on a right side pipeline (18) are linked together.