Cycloidal Propeller Braking Modes for Steerable Vessel Stopping
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Solution Overview
Problem
Existing cycloidal propulsion systems lack automatic stopping procedures with steering capability, which are essential for safe and controlled vessel maneuvers.
Innovation Solution
A method and apparatus for a vessel equipped with cycloidal propeller units that adjust motion control values to brake in either a cycloidal propeller braking mode or a rudder-like braking mode, maintaining the vessel's movement direction, with optional normal and emergency stopping modes, and utilizing pitch functions for controlled stopping.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If cycloidal propeller units are used for propulsion, then the vessel can achieve efficient forward motion, but the system lacks automatic stopping procedures with steering capability
Solution Approach 1:
The system dynamically switches between two braking modes (cycloidal propeller braking mode and rudder-like braking mode) based on operational requirements. The cycloidal propeller units can operate in different configurations: in the first mode, blades are rotated to change thrust direction to reverse thrust direction while the main wheel rotates; in the second mode, either the main wheel is kept in a first position with blades positioned at predetermined angles, or the blades are kept in first positions and the main wheel is rotated. This dynamic adaptability enables both automatic stopping and steering capability during the stopping process.
2Productivity
If the cycloidal propeller blades are rotated to reverse thrust direction for braking, then stopping effectiveness is improved, but component stress and potential damage increase
Solution Approach 1:
The system changes operational parameters by switching between two distinct braking modes. In the first mode (cycloidal propeller braking mode), the blades are rotated to change thrust direction to reverse thrust direction while the main wheel rotates, providing maximum stopping effectiveness. In the second mode (rudder-like braking mode), either the main wheel is kept in a first position with blades positioned at predetermined angles, or the blades are kept in first positions and the main wheel is rotated, providing alternative braking with different stress characteristics. This parameter change allows optimization between stopping effectiveness and component stress.
Solution Approach 2:
The control system acts as an intermediary that manages the transition between different braking modes and adjusts the intensity of braking actions. It can select and switch between the first mode and second mode based on operational conditions, effectively mediating between the need for rapid stopping and the need to protect components from excessive stress.
3Ease of operation
If the main wheel is rotated with blades positioned at predetermined angles for braking, then stopping control is improved, but the complexity of control mechanisms increases
Solution Approach 1:
The cycloidal propeller unit serves multiple functions: it can operate in the first mode where both the main wheel and blades are adjusted to achieve braking, or in the second mode where either the main wheel or blades are positioned at predetermined angles while the other component is adjusted. This multi-functionality allows the same hardware to achieve different control objectives without requiring separate dedicated braking mechanisms, thereby improving stopping control while managing complexity.
Data Source
AI summary
Different solutions to stop automatically a vessel, which includes at least a first cycloidal propeller unit and a second cycloidal propeller unit, are disclosed. During a stopping procedure motion control values of at least the first cycloidal propeller unit are adjusted to cause, while maintaining a movement direction of the vessel to be according to a latest steering command, the first cycloidal propeller unit to brake in a first mode or in a second mode. In the first mode the main wheel is rotating, and blades of the cycloidal propeller unit are rotated to change a thrust direction towards to a reverse thrust direction. In the second mode either the main wheel is kept in a first position and the blades are positioned individually towards a corresponding predetermined angle to the movement direction or the blades are kept in first positions and the main wheel is rotated.