438results about "Steering by propulsive elements" patented technology

An unmanned ocean vehicle apparatus having a hull, solar array, hydrofoil, and electric thruster is operable on a surface of a body of water to travel from one point to another with long range capabilities. The unmanned ocean vehicle can further be placed in a more compact configuration, incorporating a mechanism to alternate between operational mode and collapsed storage mode to facilitate physical storage or shipment of the vehicle. Methods are described for optimizing travel and determining favorable movements of the unmanned ocean vehicle by calculating current and predicted conditions at certain waypoints using a combination of a sensor, a computer, and a control system. The physical support of hydrofoils, a drag reducing system, capsize-prevention technique, and a three-dimensional arrangement of solar panels provides efficient power management, optimal route strategy, and sustainability of the vehicle's high speeds in wildly varying ocean conditions.

An outboard motor includes a steering mechanism switchable between a state in which a pinion is rotated by a first drive source such that an outboard motor body is steerable within a first steering angle range, and a state in which the pinion is rotated by a second drive source such that the outboard motor body is steerable within a second steering angle range different from the first steering angle range.

A system and method for enhancing marine vessel efficiency through integrated hull optimizations is disclosed. The system includes automated bow thruster covers that reduce hull drag and condition water flow, coupled with strategically positioned air lubrication nozzles that create and maintain an air layer under the vessel. The bow thruster covers may be configured as circular doors or parallel panels, optionally incorporating air discharge ports or working in conjunction with dedicated air jets. An intelligent control system optimizes the integrated components using real-time sensor data and computational fluid dynamic analysis. The system modulates air distribution and cover positions based on sea conditions and vessel speed, maintaining optimal efficiency during operation. External surfaces may incorporate superaerophilic structures to enhance air retention and reduce drag. The comprehensive integration of these components provides improved hydrodynamic efficiency while maintaining full bow thruster functionality when required.

The invention discloses a ship side thruster and an installation method thereof.The ship side thruster comprises a side thruster body which comprises a barrel, a rotating rod is rotatably arranged in the barrel, propeller blades are arranged at one end of the rotating rod, the other end of the rotating rod is connected with a first gearbox, and one side of the first gearbox is connected with a first input shaft; the base is used for being connected to a ship and provided with a diesel engine, the output end of the diesel engine is connected with a second gearbox, the output end of the second gearbox is connected with a universal shaft, and one end of the universal shaft is connected with the first input shaft; the two guide pipes are arranged on the side pushing main body, the two ends of the cylinder body are welded with the corresponding guide pipes into a whole, and connecting ribs are arranged on the periphery of the cylinder body. According to the ship side thruster of the structure, deformation of cylinder welding is reduced through the connecting ribs, power is transmitted to the first input shaft through the diesel engine, the second gearbox and the cardan shaft, independent operation of a ship power grid is not depended on, and therefore the ship side thruster deals with the complex ship use environment.

A boat control system includes a plurality of boat propulsion devices each being steerable by 180 degrees or more about a steering axis, a controller configured or programmed to control a thrust and a steering angle of each of the plurality of boat propulsion devices, an operator to accept an operation request to move a boat body and output an operation signal to the controller, and a sensor to detect a turning of the boat body and output a detection signal to the controller. The controller is configured or programmed to perform, when the sensor detects a turning of the boat body in a status where the operator is not accepting an operation request to turn the boat body, a steering angle change process to change the steering angle of at least one of the plurality of boat propulsion devices to cancel the turning of the boat body.

This ship maneuvering control device comprises: a reception unit; a storage unit; and a calculation unit. The reception unit receives a propulsion instruction for indicating the front-rear or left-right movement direction of a hull or the turning direction of the hull. The storage unit stores hull characteristic data indicating the relationship among: a skew angle which is an angle formed by the orientation of the hull and the movement direction of the hull; a ship log speed; and a front-rear direction force, a left-right direction force, and a moment which are based on a resistance force that the hull receives from water in association with the movement of the hull. The calculation unit corrects the propulsion instruction by using a compensation value for the front-rear direction force and a compensation value for the moment obtained on the basis of the hull characteristic data, and controls a propulsion machine on the basis of the corrected propulsion instruction.

The embodiment of the invention relates to a suspension collaborative steering and fault-tolerant method for a wave adaptive unmanned ship, and the method comprises the steps: collecting the environment perception information and attitude data of the unmanned ship in real time, and carrying out the fusion processing, and generating a multi-source data matrix; pre-judging the front sea condition based on the multi-source data matrix, and when the sea condition characteristic parameters meet preset dynamic adjustment conditions, adjusting the expansion and contraction amount of each group of electromagnetic suspensions in a pre-judgment time window so as to form a draught gradient adapting to the sea condition change; when a steering instruction is received, the draft difference of floating bodies on the two sides of the unmanned ship and the thrust difference of propelling systems on the two sides are synchronously adjusted, so that the steering track is controlled, and transverse inclination of the ship body is restrained; in the sailing process, the working states of the electromagnetic suspension and the propelling system are monitored in real time, faults are classified, when it is detected that the execution units are abnormal, a fault-tolerant reconstruction strategy is triggered according to the fault types, and stress distribution or propelling thrust is reconstructed by locking abnormal parts and utilizing the remaining execution units, so that the sailing capacity of the unmanned ship is maintained.

A method for maintaining a marine vessel at a target position in a body of water, the method being carried out by a processing system and including: estimating at least one roughness condition of the body of water based on measurements related to an attitude of the marine vessel; calculating a desired linear velocity based on a difference between an actual position of the marine vessel and the target position; filtering an actual linear velocity of the marine vessel based on the roughness conditions; and operating a propulsion system of the marine vessel to move the marine vessel to minimize a difference between the desired linear velocity and the filtered actual linear velocity. A method for maintaining a marine vessel at a target heading in a body of water is also disclosed.

A system and method of steering a watercraft. The method comprising determining an estimated speed, an estimated yaw, and an estimated yaw rate of change of a watercraft based on a first output from a GPS and a second output from an inertial measurement unit; adjusting a position of a rudder coupled to a hull of the watercraft based on a position of a steering wheel; determining a desired yaw rate of change of a hull based on the position of the steering wheel and the estimated speed; energizing a propeller to provide a propelling force on the hull; and energizing a thruster coupled to the hull based on an error between the desired yaw rate of change and the estimated yaw rate of change.

The utility model discloses a multifunctional deck transport ship which comprises a main ship body and a dynamic positioning DP2 system, the main ship body is provided with a sinking mooring area, and the main ship body comprises a double-layer bottom deck, a middle deck, a main deck and a forecastle A deck. The dynamic positioning DP2 system comprises a bow thruster arranged on the bow portion of the ship and a pod thruster arranged on the stern portion of the ship. The multifunctional deck transport ship has the advantages of being high in maneuverability, high in maneuverability, longer in all-pass deck, wider in cargo transfer and loading and unloading operation range, higher in efficiency and high in safety.

The invention discloses a hardened channel algae biofilm removing system based on high-pressure jet flow and an intelligent control method. The system comprises an unmanned catamaran, a high-pressure jet generating device, an intelligent sensing module and an embedded central controller module. The unmanned catamaran is a system carrier, the high-pressure jet flow generating device achieves targeted removal of the algae biological membrane through self-adaptive jet flow, and the intelligent sensing module comprises a multispectral imager for recognizing the distribution characteristics of the biological membrane in real time and a laser distance measuring sensor for obtaining the distance between the removal system and the algae biological membrane. The embedded central controller module is a fuzzy PID algorithm for dynamically adjusting jet parameters and the motion trail of the mechanical arm and an artificial intelligence algorithm for optimizing the operation cycle based on historical data. The system adopts a full-automatic intelligent working mode, and integrates technologies of intelligent sensing, a self-adaptive cleaning mode, a water-saving algorithm, automatic nest-returning charging and the like. The system is easy and convenient to operate and low in running cost, the clearing efficiency reaches 92% or above, water is saved by 30% or above, and the system is an efficient and applicable technology for guaranteeing stable water quality and safe water delivery of the long-distance water delivery trunk canal.

The invention discloses a swimming pool robot and a swimming pool water surface floating object recognizing and cleaning method. The swimming pool robot comprises a machine body, and a first cleaning channel is formed by a first dirt suction opening, a first water outlet and a garbage filtering bin which are formed in the machine body; a second dirt suction port is formed in the front end of the machine body, and the second dirt suction port formed in the machine body, a second water outlet and the garbage filtering bin form a second cleaning channel; a composite sensor group for judging whether the garbage filtering bin is full of garbage or not is further arranged in the machine body; at least four buoyancy cabins are arranged in the machine body; a first propeller is arranged at the rear end of the body, a second propeller is arranged at the bottom of the body, and traveling wheels are arranged on two sides of the body; posture adjustment of the swimming pool robot is achieved through different-direction rotation of the advancing wheels on the two sides and the inflation volume in each buoyancy cabin. The swimming pool robot provided by the invention has flexible posture adjustment capability, and the provided method enables the swimming pool robot to autonomously and continuously find floating objects in a swimming pool for cleaning.

A docking system for a marine vessel includes a user input device configured to facilitate user selection of a docking surface, the user input device comprising a direction indicator display including at least two direction indicators each configured to visually indicate a direction with respect to the marine vessel and a control system. The control system is configured to determine a direction of a potential docking surface with respect to the marine vessel and control at least one of the at least two direction indicators on the direction indicator display to indicate the direction of the potential docking surface with respect to the marine vessel.

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.

To provide a vessel capable of improving propulsion performance of each method when a hull is propelled by a wind power propulsion unit and when the hull is propelled by a propeller.SOLUTION: A vessel 1 comprises: a propeller 12 that generates thrust for a hull 11; and a wind power propulsion unit 10 that propels the hull 11 by means of wind power. Thus, the vessel 1 can propel the hull 11 by the wind power propulsion unit 10 when wind is strong, and propel the hull 11 by the propeller 12 when wind is weak. The hull 11 is propelled toward a bow during machine traveling where the hull 11 is propelled by the propeller 12, and the hull 11 is propelled toward a stern during sailing where the hull 11 is propelled by the wind power propulsion unit 10. In this case, the vessel 1 can be structured so as to suit the machine traveling for propulsion of the vessel 1 toward the bow. The vessel 1 can be structured so as to suit the sailing for propulsion of the vessel 1 toward the stern.SELECTED DRAWING: Figure 3

The utility model relates to an eccentric adjusting mechanism of a rotating device for a pod propulsor, which comprises a rotating variable-frequency driving motor, a steering gear box, an eccentric flange plate, a rotating upper sealing pressing plate, a rotating box body, a rotating pinion, a rotating gearwheel and a rotating gear transition flange, the rotary large gear is arranged on the upper flange surface of the rotary gear transition flange and is externally meshed with the rotary small gear; the steering gear box is connected with a rotary upper sealing pressing plate fixed on the rotary box body through an eccentric flange plate, the eccentric flange plate and the rotary upper sealing pressing plate are installed in a clearance fit mode, and the center distance between the rotary small gear and the rotary large gear is adjusted by turning the eccentric flange plate. By installing the eccentric flange plate, the meshing clearance between the large gear and the small gear is adjusted, and the installation precision requirement is met. The gear backlash adjustment meets the requirements of transmission reliability, installation convenience and the like of the pod propeller slewing device.

A watercraft operating system includes a plurality of marine propulsion devices, a joystick, a thrust selector, and a controller. The thrust selector is operable to select one of a plurality of thrust modes including a limiting mode, which limits a forward thrust and a rearward thrust, and a non-limiting mode which does not limit at least one of the forward thrust and the rearward thrust. The forward thrust is generated by each of the plurality of marine propulsion devices when the joystick is tilted forward, whereas the rearward thrust is generated when the joystick is tilted rearward. The controller is configured or programmed to control a rudder angle and an output of each of the plurality of marine propulsion devices in accordance with the selected thrust mode, a tilt direction of the joystick, and a tilt amount of the joystick.

This invention relates to the field of marine equipment technology, and provides an integrated lifting and steering structure for a marine jacking machine, as well as the marine jacking machine itself. The integrated lifting and steering structure includes a screw, a housing, and a first sleeve, a second sleeve, a first stator assembly, and a second stator assembly disposed within the housing. The screw passes through the upper and lower ends of the housing, with its lower end used to connect to a propeller. The first and second sleeves are respectively sleeved on the screw. The first sleeve is threadedly connected to the screw, while the second sleeve slides axially and is circumferentially limited by the screw. The first and second sleeves are located at the centers of the first and second stator assemblies, respectively, and are configured as the rotors of the first and second stator assemblies. This achieves a truly highly integrated, compact, and independently reliable integrated design, significantly improving the overall rigidity and durability of the equipment.

A marine rotating seat control device integrated with a portable function box comprises a power module, a propeller controller, a seat and the function box. The power supply module and the propeller controller are integrated in the functional box, and the seat and the functional box are connected through the rotating base; a first connecting seat of the rotating base is fixedly connected with the seat base, and a second connecting seat of the rotating base is fixedly connected with the top surface of the functional box; the first connecting seat is in running fit with the second connecting seat; an angle sensor used for detecting the rotating angle of the seat is installed on the rotating base and electrically connected with the propeller controller. The driving direction of the ship is controlled through the rotating seat, a new mode for controlling the ship is provided for water traveling enthusiasts, an operator can control the moving direction of the ship by only sitting on the rotating seat and twisting the seat, new experience is brought to the operator, and the navigation fun is increased.

The invention belongs to the technical field of closed-loop control systems, and particularly relates to a ship yaw angle closed-loop control system which comprises a machine shell and a paddle connecting rod, the paddle connecting rod is arranged on the left side of the interior of the machine shell in a penetrating mode, and the upper end of the paddle connecting rod is sequentially sleeved with a thrust direction indicator, a depth adjusting ring, a rotary clamping groove base, a driven gear, a shaft sleeve and a supporting base from top to bottom; the overall control system is flexible in ship yaw angle closed-loop control mode, the ship yaw angle can be accurately regulated and controlled according to the conditions that actual use scenes are complex, diverse and changeable, and the environment is dangerous, the troubleshooting efficiency and accuracy of risk factors in the ship sailing process are high, the ship sailing safety is improved, and the ship yaw angle control system is suitable for being popularized and applied. The locking time of the yaw angle is shorter, no manual intervention is achieved in the yaw angle adjusting and locking process, and the problems that an existing ship yaw angle closed-loop control system is complex in operation, poor in stability and poor in safety are solved.

A display control method of a plurality of maneuvering function displays in a marine vessel in which the plurality of maneuvering function displays include a first maneuvering function display to display the maneuvering function that is usable while the marine vessel is traveling and a second maneuvering function display to display the maneuvering function that is usable while the marine vessel is not traveling. The display control method includes switching between display and non-display of each of the plurality of maneuvering function displays or changing a display position of each of the plurality of maneuvering function displays based on at least one of a configuration of a maneuvering system of the marine vessel, a maneuvering status of the marine vessel, a purpose of use of the marine vessel, a current position of the marine vessel, or an execution record of the maneuvering function.

The invention relates to the technical field of marine equipment, and provides a lifting and steering integrated structure of a marine top flow machine and the marine top flow machine. The lifting and steering integrated structure of the marine top flow machine comprises a screw rod, a shell, a sleeve, a nut, a motor, a first transmission mechanism, a second transmission mechanism and a first clutch mechanism, the screw penetrates through the upper end and the lower end of the shell, the lower end of the screw is used for being connected with the propeller, the screw is sleeved with the sleeve, the sleeve and the screw axially slide and are circumferentially limited, the nut is in threaded connection with the screw, the sleeve and the nut are connected with the first transmission mechanism and the second transmission mechanism respectively, and the motor is in driving connection with the joint end of the first clutch mechanism. According to the integrated design, the structure is extremely simplified, the manufacturing cost and the installation and maintenance complexity are reduced, and due to the fact that mechanical connecting points are reduced, the overall rigidity and the long-term operation stability and reliability under the severe working conditions of ship vibration, seawater corrosion and the like are remarkably improved.

While hull-home and operating in a heading adjustment mode, the control system of the disclosed craft receives indications of a target craft heading and an observed craft heading. Embodiments include determining that the difference in heading is above a threshold, determining an adjusted wing-affixed control setting for affecting a change in the observed heading of the craft based on at least (a) sensed environmental conditions, (b) the initial wing- affixed control setting, (c) the target craft heading, and (d) the observed craft heading; and operating wing-affixed control element(s) according to the adjusted wing-affixed control setting to change the observed heading of the craft to the target craft heading. After determining that the heading difference is not above the threshold heading difference, the wing-affixed control setting is adjusted to forgo affecting further change in the observed heading of the craft.

A thruster system for improved steering and maneuverability of a marine vessel when operating at relatively low, or wakeless speeds, such as in the vicinity of docks, swimmers or other obstacles, or when trailering, beaching or mooring. The thruster system has a modularized design adapted to independently control separate motor / propeller units located at various positions on the vessel's hull. Each propeller of the modular thruster motor system has its own relatively small, electric motor and mounting bracket, permitting each motor to be separately mounted to a location on the hull of the marine vessel apart from other thruster motors. The thruster system is further enhanced by an electrical control system for controlling each modular thruster motor system of the thruster system. In some embodiments, a charging system is provided that permits each electrical control system to be separately charged from the marine vessel's main battery.

The application discloses a marine propeller, which comprises a shell, a control assembly, an underwater engine, a signal wire assembly, an upper power slip ring, a lower power slip ring and a bridge device arranged on the shell, wherein the bridge device comprises an upper gear transmission assembly connected with the control assembly, a lower gear transmission assembly connected with the underwater engine and a bridge gear engaged with the upper gear transmission assembly and the lower gear transmission assembly; the upper gear transmission assembly and the lower gear transmission assembly are spaced apart, so that an external wire space is formed, in which the upper power slip ring can be arranged on the upper gear transmission assembly and the lower power slip ring can be arranged on the lower gear transmission assembly; and the signal wire assembly passes through the upper power slip ring and the lower power slip ring.

To inhibit expansion of an area of an installation surface at the ship side which is needed to install a remote control device even if a display is provided at the remote control device.SOLUTION: A remote control device 11 includes: a remote control device main body 12 including a main body case 13 installed on an installation surface 5 provided in a ship, and a remote control lever 17 attached to the main body case 13; a display unit 22 provided outside the main body case 13, and including a display case 23 and a display 25 provided in the display case 23; and a support arm 41 that couples the display unit 22 and the remote control device main body 12 to each other, and that supports the display unit 22 such that the display unit 22 is disposed at a position separated from the remote control device main body 12.SELECTED DRAWING: Figure 3

This ship maneuvering device causes a ship having at least one propulsion device mounted thereon to travel along a scheduled course. The ship maneuvering device is provided with a control unit. The control unit acquires an azimuth deviation between an actual bow azimuth, which is the current bow azimuth of the ship, and a target bow azimuth of the ship, and, on the basis of the azimuth deviation, generates a thrust command that indicates the thrust with which the ship is to be propelled. In the case where the azimuth deviation is equal to or greater than a prescribed value, the control unit generates a thrust command such that causes the speed of the ship is reduced below an actual speed which is the current speed of the ship.

An operating command indicating a requested vessel direction and plotting a course represented by a reference line for the requested vessel direction from an initial position is registered. It is then monitored if the vessel has deviated from the reference line and if a deviation from the reference line is detected, then a value for current vessel speed is detected. The detected vessel speed value is compared to a predetermined reference speed value to determine if the current vessel speed value is within a high speed interval or a low speed interval relative to the reference speed value. Depending on the determined speed interval the vessel is controlled according a low speed control strategy; or a high speed control strategy in order to move the vessel from a current vessel heading to the reference line and the requested vessel direction.