Vectored Thrust Control for Marine Pitch and Roll Suppression
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Solution Overview
Problem
Current active stabilization systems for marine vessels, such as those using gyros and fins, are inadequate in efficiently mitigating pitch and roll motions, particularly in hydrofoiling operations at high speeds, and there is a need for improved motion estimation and prediction techniques.
Innovation Solution
A marine vessel propulsion system with independently controllable drive units and a motion sensor system, including inertial measurement units and radar transceivers, that estimates and suppresses pitch and roll motions by adjusting thrust elevation and azimuth angles, reducing the need for additional stabilization systems and optimizing energy efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If additional active stabilization systems such as gyros and active fins are installed, then pitch and roll motion mitigation is improved, but device complexity and energy consumption increase
Solution Approach 1:
The propulsion system's drive units are made multi-functional by enabling them to perform both propulsion and active stabilization functions. The drive units can generate thrust in controllable elevation and azimuth angles, allowing them to counteract pitch and roll motions while propelling the vessel, thereby eliminating the need for separate stabilization systems like gyros and fins
Solution Approach 2:
The patent combines the stabilization function with the propulsion system by integrating motion estimation and control capabilities into the existing drive units. The control unit processes motion sensor data and adjusts drive unit thrust vectors to suppress undesired motions, merging two previously separate system functions into one unified system
2Reliability
If additional active stabilization systems such as gyros and active fins are installed, then pitch and roll motion mitigation is improved, but energy efficiency deteriorates
Solution Approach 1:
The drive units are designed to perform dual functions of propulsion and stabilization, meaning the energy already expended for propulsion is utilized more efficiently to also achieve motion mitigation, rather than adding separate stabilization systems that would consume additional energy
Solution Approach 2:
The propulsion system serves itself by using its own drive units to counteract unwanted motions. The control unit continuously adjusts the thrust elevation and azimuth angles of the drive units based on motion sensor feedback, allowing the system to self-correct its motion without requiring external stabilization equipment
3Measurement precision
If motion sensor systems and control algorithms are integrated into the propulsion system, then motion estimation accuracy is improved, but device complexity increases
Solution Approach 1:
The patent merges the motion estimation and control functions with the existing propulsion system by integrating motion sensors and control algorithms into the vessel's existing control architecture. The control unit processes data from motion sensors (such as gyroscopes and accelerometers) and adjusts drive unit parameters accordingly, combining multiple system functions into a unified control framework
Data Source
Figure 1A~1C
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Figure 5~6
AI summary
A marine vessel (100, 200, 500) comprising a hull (110), a propulsion system (120), a control unit (130) and a motion sensor system (140), where the propulsion system (120) comprises a first drive unit (120a) and a second drive unit (120b) separated by a longitudinal midship line (115) of the hull (110), where each drive unit (120a, 120b) is arranged to generate thrust (T) in a controllable thrust elevation angle (ωy,T) and in a controllable thrust azimuth angle (ωz,T), where at least the thrust elevation angles (ωy,T) are individually controllable, where the control unit (130) is arranged to estimate a pitch motion (ωy) and a roll motion (ωx) of the hull (110) based on input from the motion sensor system (140), and where the control unit (130) is arranged to suppress pitch motion and roll motion by the hull (110) by controlling the thrust elevation angles (ωy,T) and the thrust azimuth angles (ωz,T) of the first and second drive units (120a, 120b).