632results about "Steering by propulsive elements" patented technology

A mooring system for a floating offshore wind power platform, a monitoring system, and a monitoring method. The mooring system comprises a static mooring system and a dynamic mooring system. The static mooring system comprises three mooring cable bundles. Upright columns (1) are consistent with the centers of the mooring cable bundles. The dynamic mooring system comprises a power unit, propeller units (4), and a control unit. A group of propeller units (4) is installed below each upright column (1) of the platform, and each group of propeller units (4) comprises one to four propeller units (4). The monitoring system monitors the platform in real time, obtains the real-time motion level and mooring tension of the platform, and on the basis of offset and inclination requirements and mooring tension requirements of the platform in a real-time motion state, calculates the power required by the propeller units (4) for execution. A conventional mooring method is combined with a power positioning system to reduce the load on the mooring cables and reduce the maximum offset and the inclination angle of the platform foundation, benefiting both the efficiency and service life of dynamic cables and wind turbines.

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.

A system for maintaining a marine vessel in place in a body of water includes a controller in signal communication with a power-deployable anchor and a propulsion-based electronic anchoring system and a user input device in signal communication with the controller. The controller deploys the power-deployable anchor in response to a single user-selected option input via the user input device under a first set of conditions. The controller activates the propulsion-based electronic anchoring system in response to the single user-selected option input via the user input device under a different second set of conditions.

A marine propulsion system includes a first propulsion device that is steerable and located at a stern of a hull, a second propulsion device that is steerable and located in front of the stern, a controller configured or programmed to include an obtaining unit to obtain information about a propulsion force of the first propulsion device in forward and backward directions, and information about a propulsion force of the second propulsion device, a determination unit to determine whether to cause the first propulsion device during a lateral motion of the hull to generate a propulsion force in a direction in a first range including a component in the forward direction, or to generate a propulsion force in a direction in a second range including a component in the backward direction based on the obtained information, and a storage to store a content determined by the determination unit.

According to an embodiment, there is provided a control method for autonomously berthing a ship including obtaining ship state information and berth information, setting a DP point; an approaching operation of controlling the ship to approach the DP point; and a dynamic positioning operation of adjusting a location and posture of the ship based on an error rate between the DP point and a current location of the ship.

A hull motion control unit performs steering for a pinwheeling swing such that a bow distance and a stern distance that are measured by a quay separation distance measuring device are made equal to each other and the fore-and-aft direction of a ship is parallel to a target quay, and then the ship is caused to laterally approach and dock in the target quay while keeping the parallel state.

Systems, methods, and computer program products for controlling a marine surface vessel. Nominal position and nominal heading signals are received from a trajectory planner, and nominal force and nominal moment signals generated based thereon. A velocity tracking error signal is generated based on the sensed velocity signal, and a yaw rate tracking error signal is generated based on the sensed yaw rate signal. A force tracking error control signal is generated based on the velocity tracking error signal, and a moment tracking error control signal is generated based on the yaw rate tracking error signal. A force command signal is generated by summing the nominal force and force tracking error control signals, and a moment command signal is generated by summing the nominal moment and moment tracking error control signals. The force and moment command signals are used to control one or more actuators of the marine surface vessel.

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.

To provide a two propeller four-rudder ship with an excellent maneuvering performance capable of easily performing a direction control and a speed control.SOLUTION: A twin-propeller four-rudder ship comprises a pair of propeller shafts rotating in the mutually opposite direction, a pair of left and right propulsion propellers 101a, b equipped on each propeller shaft, arranged at the stern and having mutually opposite wing angle, a pair of left and right high-lift rudders 102a, b, 103a, b arranged behind each of the propulsion propellers 101a, b, and multiple steering gears 104a, b, 105a, b to drive each of the high-lift rudders 102a, b, 103a, b. The ship independently causes to operate each of the high-lift rudders 102a, b, 103a, b by each of the steering gears 104a, b, 105a, b in the state where the left and right propulsion propellers 101a, b rotate at a constant rate in the forward direction. The ship controls the propeller wake flow direction of each of the propulsion propellers 101a, b and controls the thrust direction around the stern acting on the hull by changing the rudder angle combination of the pair of the high-lift rudders 104a, b or 105a, b corresponding to each of propulsion propellers 101a, b.SELECTED DRAWING: Figure 2

The invention discloses a hydraulic locking device for a lifting type steering oar and a using method of the hydraulic locking device. The hydraulic locking device comprises two locking parts, two hydraulic execution assemblies and a hydraulic control assembly. The locking component comprises an upper locking support, a lower locking support, a fixing assembly and a connecting assembly. The upper locking support and the lower locking support are fixedly connected with the steering oar upper supporting plate, the fixing assembly is hinged to the connecting assembly, the connecting assembly is hinged to the hydraulic execution assembly, and the hydraulic control assembly is connected with the hydraulic execution assembly. The using method comprises the steps that firstly, the steering oar is retracted, the hydraulic locking device meets the installation requirement by adjusting the positions of the locking nut and the positioning bolt and adjusting the pressure of the compression spring, then the hydraulic control assembly is adjusted to enable the piston rod to stretch out, and the connecting assembly and the fixing assembly are driven to lock and fix the upper supporting plate of the steering oar. Therefore, according to the design, the lifting type steering oar retracting into the cabin can be locked and fixed.

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 marine propulsion system includes a controller configured or programmed to perform a rudder angle change control to change a rudder angle of an auxiliary propulsion device by a predetermined angle to one side in a right-left direction of a hull with respect to a forward-rearward direction of the hull so as to move the hull along the forward-rearward direction without rotating the hull when motorized forward-rearward movement is performed to move the hull along the forward-rearward direction by driving the auxiliary propulsion device that is provided to one side of the hull in the right-left direction without generating a thrust from a main propulsion device.

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.

The utility model discloses an automatic water surface garbage collecting device, which belongs to the technical field of water surface garbage collection, and comprises two groups of collecting wheel module assemblies, a conveyor belt module assembly, a garbage storage box and a propeller mechanism, and the two groups of collecting wheel module assemblies are respectively and symmetrically arranged at the front end of a ship body; the ship body is of a double-ship structure with the two sides symmetrically arranged and the middle vacant, the conveying belt module assembly is arranged in the middle of the ship body, the garbage storage box is arranged at the rear end in the ship body, and the propeller mechanisms are arranged on the two sides and the rear end of the ship body. A hydraulic assembly is arranged in the garbage storage box and used for compressing garbage, the top ends of the two collecting wheel module assemblies are connected through a meshing reversing mechanism, and the reversing mechanism drives the two collecting wheel module assemblies to rotate oppositely to effectively guide the garbage on the water surface to the center of the ship body. According to the utility model, the treatment efficiency and the recovery effect of the water floating garbage are improved, and the labor cost is saved.

A marine propulsion control system for a marine vessel has a drive unit to be connected with the marine vessel. The drive unit comprises an upper part pivotably connected with the marine vessel and a lower part having propellers. The lower part is rotatable in relation to the upper part. An input unit obtains an activation message indicative of an operation mode for the drive unit. A control unit is configured to control the drive unit on basis of the activation message obtained from an input unit. The control unit controls the drive unit within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit rotates the lower part of the drive unit so that the one or more propellers is / are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers. The control unit ensures no thrust force and / or rotation of the one or more propellers in the swim mode.

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.

A marine propulsion system for a marine vessel including a joystick, at least one steerable and trimmable marine drive, and a control system configured to receive a user input to engage full vessel control mode, receive a vessel speed parameter, and receive a joystick position from the joystick. The control system determines a thrust command, a steering command, and a trim command for the at least one marine drive based on the joystick position and the vessel speed parameter and to control the at least one marine drive accordingly.

A watercraft propulsion system includes a bow thruster provided at a bow of a hull to generate a propulsive force laterally of the hull, a traveling direction command generator to be operated by a user to issue a traveling direction command to indicate the traveling direction of the hull, and a controller configured or programmed to perform an azimuth holding control to maintain an azimuth of the hull by controlling the bow thruster when the traveling direction command generator outputs an anteroposterior direction command to indicate a traveling direction parallel to an anteroposterior direction of the hull, and to stop the azimuth holding control after the azimuth holding control is continued for a predetermined period of time when the anteroposterior direction command is no longer outputted during the azimuth holding control.

This disclosure relates generally to controlling movement of at least one steering device on a watercraft.

A steering device and a control method therefor, a water area propeller, a water area propulsion system, a water area movable apparatus, and a computer-readable storage medium. The control method comprises: (S11) acquiring an operating condition of a water area propeller (40); and (S12) controlling the operating state of a steering device (20) on the basis of the operating condition, the operating state comprising a steering lock state and a steering unlock state. According to the control method, the driving reliability and safety of the water area movable apparatus can be improved.

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.

A watercraft propulsion system includes a bow thruster to generate a propulsive force laterally of the hull, a propulsion device to generate a propulsive force anteroposteriorly of the hull, a steering to change the course of the hull, and a controller configured or programmed to control the bow thruster, the propulsion device, and the steering in response to a diagonal movement command to control an output of the bow thruster, the propulsive force generated by the propulsion device, and the steering angle of the steering. The controller includes a calibration mode in which a calibration value to be used to control the bow thruster, the propulsion device, and the steering according to the diagonal movement command is set. The controller is configured or programmed to increase the output of the bow thruster if a bow turning promotion command is issued together with the diagonal movement command in the calibration mode.

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.

In a marine propulsion system, a controller determines a point of action of a resultant force of first propulsion devices at a stern of a hull during a parallel motion based on a target direction and a required propulsion force, controls the first propulsion devices to apply the resultant force in the target direction to the point of action, and controls a second propulsion device in front of the stern to apply a propulsion force to cancel undesired components of the resultant propulsion force. The controller moves the point of action backward as the required propulsion force increases during the parallel motion, and increases the propulsion force of one first propulsion device in a forward direction when the point of action reaches a rear limit position and the propulsion force of another first propulsion device in a backward direction reaches an upper limit propulsion force.