Vessel Thruster and Twin-Engine Control for Precise Docking Maneuvers
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Solution Overview
Problem
Existing vessel governing systems with two engines at the stern face challenges in precise and rapid maneuvering, particularly during special maneuvers like transversal translation and rotation, due to inertia and delayed responses, which affect safety and precision in navigating around obstacles.
Innovation Solution
A method utilizing bow-thruster and stern-thruster systems, combined with independently steerable engines, to generate precise control signals for propulsion flow direction, intensity, and steering angles, with an initial phase of automatic adjustment to overcome inertia, followed by manual or automatic control for optimal vessel displacement.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If traditional two-engine governing systems are used, then the vessel can perform basic forward and backward movement, but the response speed is slow and precision is poor during special maneuvers like transversal translation and rotation
Solution Approach 1:
The vessel's propulsion system is segmented into four independent propulsion units (two engines at stern and two thrusters at bow), each capable of independent control. This segmentation allows precise control of each unit to achieve complex maneuvers like transversal translation and rotation, resolving the contradiction between response speed and maneuvering precision.
Solution Approach 2:
The invention adds transversal thrust capability by introducing bow thrusters, expanding the propulsion system from traditional longitudinal-only movement to three-dimensional maneuvering. This dimensional enhancement enables rapid response in multiple directions simultaneously, improving both response speed and precision during special maneuvers.
2Adaptability or versatility
If multiple propulsion units are added to improve maneuvering capability, then the vessel can perform complex maneuvers, but the system complexity increases
Solution Approach 1:
Each propulsion unit (engines and thrusters) is designed with universal control capabilities, allowing any unit to contribute to any maneuver type (forward motion, rotation, transversal translation). This multi-functionality reduces overall system complexity by using standardized control approaches across all units rather than specialized systems for each maneuver.
Solution Approach 2:
The control systems of all propulsion units are merged into a unified governing system that coordinates all units simultaneously. This integration allows complex maneuvers to be achieved through coordinated action of multiple units under single control logic, managing system complexity while maintaining high adaptability.
3Measurement precision
If automatic control with preliminary action is implemented, then the vessel can overcome inertia effects, but the control system complexity increases
Solution Approach 1:
The control system applies preliminary action by anticipating inertia effects and adjusting propulsion unit commands in advance. During transient phases, the system pre-applies corrective forces to counteract expected inertia, enabling precise position control during maneuvers without requiring excessively complex real-time compensation systems.
Solution Approach 2:
The control system incorporates feedback mechanisms that continuously monitor vessel position and propulsion unit performance, using this information to adjust commands in real-time. This feedback loop enables precise control during transient phases by detecting deviations and applying corrective actions, managing complexity through intelligent control rather than mechanical complexity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables precise and rapid vessel maneuvers, such as transversal translation and rotation, by compensating for inertia and external forces, enhancing safety and precision in docking and mooring operations.
Implementation Method 1
the propeller (201, 401) of said bow-thruster (6) and/or of said stern-thruster (6') and/or of one or both of said engines (2, 4)... a predetermined direction of rotation of the propeller
Implementation Method 2
the activation of the bow-thruster (6) and/or of the stern-thruster (6') with a predetermined number of revolutions and a predetermined direction of rotation of the propeller, that is a predetermined direction of the flow generated by said bow-thruster (6) and/or by said stern-thruster (6')
Implementation Method 3
a command of setting of a predetermined thrust intensity of the propulsion flow of one or both of said engines, that is with a predetermined number of revolutions of the engine
Data Source
Figure 1A~1L
Figure 2A
Figure 2B
AI summary
Method for governing a vessel comprising at least one bow-thruster and/or one stern-thruster respectively in correspondence with the bow area and with the stern area, and two engines steerable independently from each other. The method provides the activation of the bow-thruster and/or of the stern-thruster with a predetermined number of revolutions and a predetermined rotation direction of the propeller, that is, a predetermined direction of the flow generated by said bow-thruster and/or said stern-thruster, and simultaneously the activation of said engines in combination, with a predetermined number of revolutions and a predetermined setting of forward or reverse gear for each of said two engines, while said engines are steered each independently from the other in a steering direction with respect to the longitudinal axis of the vessel and with a predetermined steering angle, one or more or all of the following settings being selected as follows: the steering angles of said two engines being identical and/or different from each other; the gear direction and/or the neutral condition being identical or different from each other; the number of revolutions being identical or different from each other; said settings being applied in combination of only two or of all of said settings with a synchronization function as a function of the movement of the vessel generated by the propulsion vector resulting from the sum of the individual propulsion forces acting on a centre of application of said forces defined for said vessel.