EP0035859A2 - Dispositif de pilotage d'un bateau - Google Patents

Dispositif de pilotage d'un bateau Download PDF

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Publication number
EP0035859A2
EP0035859A2 EP81300872A EP81300872A EP0035859A2 EP 0035859 A2 EP0035859 A2 EP 0035859A2 EP 81300872 A EP81300872 A EP 81300872A EP 81300872 A EP81300872 A EP 81300872A EP 0035859 A2 EP0035859 A2 EP 0035859A2
Authority
EP
European Patent Office
Prior art keywords
ship
signals
hand lever
arithmetic circuit
turning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP81300872A
Other languages
German (de)
English (en)
Other versions
EP0035859A3 (fr
Inventor
Minoru Ishida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ishikawajima Ship & Chemical Plant Co Ltd
Original Assignee
Ishikawajima Ship & Chemical Plant Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ishikawajima Ship & Chemical Plant Co Ltd filed Critical Ishikawajima Ship & Chemical Plant Co Ltd
Publication of EP0035859A2 publication Critical patent/EP0035859A2/fr
Publication of EP0035859A3 publication Critical patent/EP0035859A3/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
    • B63H2025/026—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring using multi-axis control levers, or the like, e.g. joysticks, wherein at least one degree of freedom is employed for steering, slowing down, or dynamic anchoring

Definitions

  • This invention relates to a ship maneuvering gear, and more particularly to a maneuvering gear of a ship having two or more propulsion units whose thrusts can be turned to any direction at will, which propulsion units are for instance rotating-blade propellers (e.g., Voith-Schneider propellers) or Z-type propellers turnable about vertical axes perpendicular to propeller shafts thereof.
  • propulsion units are for instance rotating-blade propellers (e.g., Voith-Schneider propellers) or Z-type propellers turnable about vertical axes perpendicular to propeller shafts thereof.
  • the ship can be controlled by the one maneuvering lever so as to move ahead or astern, to turn, or to stop, but the proposed one-lever maneuvering gear does not allow lateral movement or obliquely lateral movement of the ship.
  • the lateral or obliquely lateral movement of a ship is a movement of the ship in the lateral or obliquely lateral direction without any turning of the ship.
  • propulsion units are generally mounted on a ship astern of the center of turning thereof (the center of turning of a ship is generally located close to the midpoint of the ship length in most types of ship).
  • the center of turning of a ship is generally located close to the midpoint of the ship length in most types of ship.
  • the propulsion units mounted astern In a ship with the propulsion units mounted astern, the obliquely lateral movement ahead is impossible, although the obliquely lateral movement astern is possible to a certain extent.
  • a maneuvering gear of the prior art for the ship with the propulsion units mounted astern has shortcomings in that the direction of the ship's lateral movement astern does not coincide with the direction of the maneuvering lever, and that the lateral movement of the ship is impossible.
  • propulsion units are mounted close to the bow of a ship, and the ship's center of turning comes astern the propulsion units in this case.
  • a maneuvering gear of the prior art for a ship with the propulsion units mounted close to the bow thereof has shortcomings in that the obliquely lateral movement astern is impossible, although the obliquely lateral movement ahead is possible to a certain extent, that the direction of the ship's lateral movement ahead does not coincide with the direction of the maneuvering lever, and that the lateral movement of the ship is impossible.
  • an object of the present invention is to obviate the abovementioned shortcomings of the prior art, by providing an improved ship maneuvering gear to facilitate lateral movement and obliquely lateral movement of a ship through manual operation of one hand lever.
  • Another object of the invention is to provide a ship maneuvering gear in which the manually set direction of the hand lever coincides with the direction of the actual lateral or obliquely lateral movement of the ship.
  • the ship maneuvering gear of the invention ensures easy and accurate maneuver of a ship.
  • a preferred embodiment of the ship maneuvering gear controls the orientations of the two propellers by regulating the orientations of one maneuvering lever so that the two propellers produce a composite propulsive force acting on the ship's center of turning in a lateral or obliquely lateral direction, which direction coincides with the orientation of the maneuvering lever.
  • one of the two propellers is turned about a center of turning thereof by an angle 90°+6-y relative to the ship's bow-stern direction while the other one of the two propellers is turned about a center of turning thereof by an angle 90°-6-y relative to the ship's bow-stern direction, y being an angle between the ship's central bow-stern line and a line from the ship's center of turning to the propeller's center of turning.
  • the aforesaid 360°-turning propellers can be replaced with rotating-blade propellers (e.g., Voith-Schneider propellers).
  • rotating-blade propellers e.g., Voith-Schneider propellers.
  • 1 is a prime mover
  • 2 is a horizontal intermediate shaft
  • 3 is an upper bevel gear
  • 4 is a vertical intermediate shaft
  • 5 is a lower bevel gear
  • 6 is a propeller shaft
  • 7 p 7 s are propellers
  • 8 , 8 s are hydraulic motors
  • 9 is a worm s gear shaft
  • 10 is a vertical turning shaft
  • 11 is an operating board
  • HL is a hand lever
  • P X , Py are synchro motors or potentiometers
  • SR is a slip ring
  • MC is an arithmetic circuit
  • A-P A-S are servo amplifiers
  • F p F are feedback s detector means
  • T p T are s y nchro transmitters
  • R , R s are registers
  • S/A is a synchro analog converter
  • COMP is a phase comparator
  • AD is an adder
  • DS is a differential synchronizer
  • SYR is
  • Fig. 1 through Fig. 5 illustrates an embodiment of the ship maneuvering gear according to the present invention as applied to a ship with two 360°turning propulsion (Z-type propulsion) units.
  • Figs. 1A, 1B, and 2 show the mechanism of a 360°-turning propulsion unit.
  • Output power from a prime mover 1 is transmitted to a port or starboard propeller 7p or 7 s through a horizontal intermediate shaft 2, an upper bevel gear 3, a vertical intermediate shaft 4, a lower bevel gear 5, and a propeller shaft 6.
  • a hydraulic motor 8 p or 8 s is connected to a worm shaft 9, so as to turn the propeller 7 or 7 s about the axis of a vertical turning shaft 10 by the movement of the worm shaft 9 activated by the hydraulic motor 8 P or 8 .
  • Figs. 3 through 5 show the structure and formation of the ship maneuvering gear of the invention.
  • an operating board 11 of the maneuvering gear has a hand lever 11.
  • the hand lever HL is a maneuvering lever which can be inclined relative to a vertical center line (coinciding with the Z-axis of Fig. 4) up to a certain predetermined angle (up to 35° in the illustrated embodiment) and can be freely rotated about the center line within a circle h defined by a 360° rotation of the upper end of the hand lever HL with 35° inclination.
  • P X and Py are synchro motors (having a trademark of SELSYN motor) or potentiometers to detect the rotation and inclination of the hand lever HL, and the outputs thereof are applied to an arithmetic circuit MC so as to produce signals to actuate the hydraulic motors 8 p and 8 s through servo amplifiers A-P and A-S.
  • the hydraulic motors 8p and 8 s turn the propellers 7 p and 7 s respectively, while feedback potentiometers F p and F s compares the actual orientations of the propellers 7 p and 7 s against set values determined by the arithmetic circuit MC.
  • Synchro transmitters T p and T s transmit signals representing the actual orientations of the propellers 7 p and 7 s to the operating board 11, and registers R p and R s including servo receiving indicated the actual orientations of the propellers 7p and 7 s in response to the signals from the synchro transmitters T p and T s respectively.
  • the synchro motor or potentiometer P x to detect the rotation of the hand lever HL may be disposed above or below the slip ring SR of Fig. 3 in tandem therewith, which slip ring SR is disposed along the vertical central axis Z of Figs. 3 and 4.
  • the direction of propulsion acting on the ship is set by the rotating angle of the hand lever HL while the magnitude of the propulsive power or the ship speed is controlled by regulating the inclination of the hand lever HL.
  • Figs. 12 and 13 show two examples of the arithmetic circuit MC and the servo amplifiers A-P and A-S, in which examples the detecting means P x and Py are assumed to be synchro motors whose outputs are applied to the arithmetic circuit MC so as to produce signals applicable to the hydraulic motors 8p and 8 s through the servo amplifiers A-P and A-S.
  • the two output signals from the synchro motors P x and Py are applied to synchro analog converters S/A of the arithmetic circuit MC for analog conversion.
  • Outputs from the synchro analog converters S/A are applied to and processed by an adder AD, and the output from the adder AD is amplified by an amplifier AMP.
  • the amplified signal from this amplifier AMP is applied to feedback adders FAD to which signals from the feedback detector means F p and F s for the propellers 7p and 7 s are also applied, so as to effect arithmetic operations necessary for the desired feedback control.
  • the feedback detector means F p and F of this example can be potentiometers.
  • the output signals from the feedback adders FAD are amplified by amplifying circuits AMP of the servo amplifiers A-P and A-S.
  • phase comparators COMP receive the amplified signals from the amplifying circuits AMP thereof and compare the received signals against a reference so as to separate clockwise instruction signals from counterclockwise instruction signals.
  • Each servo amplifier A-P or A-S is connected to two magnetic valves MV, so that the corre- spon din g hydraulic motor 8 p or 8 s is selectively driven either clockwise or counterclockwise.
  • the signal from each of the synchro motors P x and Py is applied to both of the two differential synchronizers DS of the arithmetic circuit MC respectively.
  • the differential synchronizers DS of this example also receives signals from the feedback synchro motors F p and F s for the propellers 7p and 7 s , so as to effect the arithmetic operations necessary for the desired feedback control.
  • the output signals from the arithmetic circuit MC are applied to the servo amplifiers A-P and A-S, where synchronous rectifiers SYR separate clockwise instruction signals from counterclockwise instruction signals based on the nature of the output signals from the arithmetic circuit MC, e.g., potentials thereof, and the thus separated instruction signals are amplified by amplifier circuits AMP provided for each of the clockwise and counterclockwise instruction signals.
  • Each servo amplifier A-P or A-S is connected to the corresponding hydraulic motor 8 p or 8 s through two magnetic valves MV, as in the case of the example of Fig. 12.
  • Fig. 13 uses feedback synchro motors F p and F instead of the feedback potentiometers of the example of Fig. 12.
  • detecting means P x and Py are potentiometer
  • the operations of the maneuvering gear with such detecting potentiometers are similar to those with the detecting synchro motors as described in the foregoing, except that the synchro analog converters S/A can be dispensed with in the case of the detecting potentiometers.
  • Figs. 12 and 13 refer to the control mode for regular cruising of the ship.
  • a changeover switch and another circuit to carry out the arithmetic operations for the aforesaid additional control mode to be described hereinafter are connected to the adder AD of the arithmetic circuit MC; in the example of Fig. 13, a changeover switch and another circuit to carry out the arithmetic operations for the aforesaid additional control mode to be described hereinafter are connected to the differential synchronizers DS of the arithmetic circuit MC.
  • the changeover switches are connected in such a manner that either of the aforesaid two control modes, one for regular cruising and one for lateral or obliquely lateral movement, can be easily selected by operating the changeover switch.
  • Fig. 6 shows a maneuvering schedule during regular cruising for the maneuvering gear of the invention in terms of the relationship among the positions of the hand lever HL, orientations of the propellers 7 s and 7 p as indicated by the registers 8 s and 8 p (arrows in Fig. 6), and the moving direction of the ship (arrows in Fig. 6).
  • Operation No. 1 shows that the hand lever HL is held upright with its top H' at the neutral position to keep the ship at rest.
  • Operations No. 2 and No. 3 show that the ship moves ahead at full and middle speed and that the orientations of the propellers vary with the ship speed even when the ship moves straightly ahead.
  • FIG. 5 show that the ship moves ahead while turning port and starboard and that the two propellers assume identical orientations at full speed but the two propellers assume different positions at middle speed as shown by dotted lines of Fig. 6. Similarly, the ship can be maneuvered so as to turn starboard and port about one point or to move back simply by setting the hand lever HL accordingly as shown in Fig. 6.
  • the hand lever HL in the ship maneuvering gear of the invention, can be rotated and inclined to any position in the 360° range, so that the ship can be maneuvered to move not only ahead and back but also sideways, and the composite propulsive power of the two propellers 7 P and 7 s can be varied from zero to the maximum by controlling the inclination of the hand lever HL while maintaining the constant propulsive powers at the individual propellers. Accordingly, the ship speed can be controlled from stop as instructed by the upright or neutral position of the hand lever HL to the full speed as instructed by the maximum inclination of the hand lever HL.
  • functions of lateral movement and obliquely lateral movement of a ship are included by providing a program to effect such movements in the arithmetic circuit MC of Fig. 5.
  • a changeover switch CH is mounted on the operating board 11, and the arithmetic circuit MC is switched between the maneuver for regular cruising as described in the foregoing by referring to Figs. 3 through 5 and the maneuver for the lateral or obliquely lateral movements.
  • Fig. 7 shows an embodiment for a ship having two 360°- turning propellers 7 and 7 , but the present invention is s not restricted to such propellers and any propulsion units whose thrust direction can be turned 360° such as rotating-blade propellers (e.g., Voith-Schneider propellers) can be used together with the ship maneuvering gear of the invention.
  • rotating-blade propellers e.g., Voith-Schneider propellers
  • the two propellers 7 p and 7 can be turned 360° about their counters of turning A and B respectively.
  • the port and starboard propellers 7 p and 7 s are disposed symmetrically relative to a ship's central bow-stern line X through a ship's center of turning 0, so that the propeller's centers of turning A and B are disposed on the port side and starboard side astern of the ship's center of turning 0 and the distance between the centers 0 and A is the same with the distance between the centers 0 and B.
  • one of the two propellers is turned to a position where thrust thereof has an angle 90°+ ⁇ -y relative to the ship's bow-stern direction while the other one of the two propellers is turned to a position where thrust thereof has an angle 90°- ⁇ -y relative to the ship's bow-stern direction, y being an angle between the ship's central bow-stern line X and a line from the ship's center of turning 0 to the propeller's center of turning A or B, whereby the ship is-propelled into an obliquely lateral direction with an angle ⁇ relative to the ship's central bow-stern line X.
  • the ship's center of turning 0 is generally located on the ship's central bow-stern line X near the midpoint of the ship, and the propeller's centers of turning A and B of this embodiment are located astern of the ship's center of turning 0.
  • X p and X s represent axes through the propeller's centers of turning A and B in parallel to the ship's central bow-stern line X.
  • the port propeller 7 p is slightly turned rightward from the position l p to a position 2 p while the starboard propeller 7 s is noticeably turned leftward (upward) from the position 1 to a position 2 s .
  • the positions 2 p and 2 s must be defined accurately.
  • a circle with a center at the ship's center of turning 0 (to be referred to as the "circle 0", hereinafter) is drawn so that the extensions of the arrows representing the orientations of the propellers 7p and 7 s at the positions 2 p and 2 s have tangents to the circle 0 at points of contact M and N. If such tangents from the points A and B representing the propeller's centers of turning to the aforesaid circle 0 intersect at a point C, the following relationship is satisfied in the triangle CAB.
  • the positions 2 p and 2 s to be assumed by the propellers 7 p and 7 s in response to the set position of the hand lever HL can be expressed in the following manner.
  • the position 2 s is reached by turning the propeller 7 s clockwise from the axis X (direction of straight forward) by an angle w given by
  • the thrusts T p and T s of the propellers 7 p and 7 s are aligned with the lines OA and OB passing the ship's center of turning 0. Accordingly, the composite thrust T of the two thrusts T p and T s in this case is exactly lateral to the ship's central bow-stern line X at the ship's center of turning 0, whereby the ship is propelled exactly laterally.
  • Fig. 9 shows the case in which the angle 6 set by the hand lever HL is larger than 90°.
  • the figure also shows the orientation of the starboard propeller 7 s at the position 2 s as 90°+ ⁇ taken in the clockwise direction from the position l s .
  • the ship maneuvering gear of the invention automatically controls the orientations of the two propellers in response to the angle ⁇ set by the hand lever HL based on the aforesaid angular relationship among the hand lever and the propellers.
  • the control pattern for the lateral or obliquely lateral movement of the ship is different from the control pattern for regular cruising, so that a changeover means is provided to select one of the two control patterns.
  • the changeover switch CH is to switch the control between the regular cruising mode and the lateral or obliquely lateral movement mode.
  • the revolving speed of the prime mover driving the propellers can be controlled, for instance by a speed control lever provided on an operating board such as the board 11 shown in Fig. 3. It is also possible to control the revolving speed of the prime mover by the synchro motor or potentiometer Py to detect the inclination of the hand lever HL, for instance by increasing the revolving speed of the prime mover with the increase of the forward inclination of the hand lever HL. In this case, the ship speed during the lateral or obliquely lateral movement can be reduced by pulling up the hand lever HL toward the upright position thereof.
  • the control of the ship speed can be also fulfilled by modifying the orientations of the propellers.
  • the manner of changing the orientations of the two propellers in response to the pulling up or pushing down of the hand lever HL for the ship speed control is similar to that in the control for the regular cruising, except the following difference.
  • the difference in the manner of changing the propeller orientations is due to the fact that, although the ship speed reduction during the regular cruising ahead or astern or turning can be achieved by pulling up the hand lever HL which pulling up causes the propellers to turn outboard, the turning of the propellers outboard during the lateral or obliquely lateral movement under the control of the invention tends to cause the ship to turn, which turn interferes with the desired lateral or obliquely lateral movement. Accordingly, the following arrangement is necessary to control the ship speed by modifying the orientations of the propellers without causing any turning of the ship during the lateral or obliquely lateral movement thereof.
  • the two propellers are turned from positions (1) to positions (2) by 90° in response to the pulling up of the hand lever HL to the upright position thereof. More specifically, the port propeller 7p is turned counterclockwise 90° from the position (1) to the position (2), and the starboard propeller 7 s is similarly turned counterclockwise 90°.
  • the composite thrust T 2 of the thrusts of the two propellers at the positions (2) of Fig. 10 is directed obliquely lateral through the ship's center of turning 0, so that the resultant propulsive force tends to cause the ship to move ahead port so as to brake the movement in the direction of ahead starboard.
  • the hand lever HL is further pulled away from the upright position to the position (3) which can be reached by turning the hand lever HL 180° from the initial position (1) for the lateral movement in the ahead starboard direction, as shown in the top portion of Fig. 10.
  • the two propellers are turned from the positions (1) by 180° until reaching positions (3) through the aforesaid positions (2).
  • the two propellers produce a composite thrust T 3' which acts to pull back the ship in a direction 180° away from or just opposite to the direction of the ahead starboard movement.
  • the propellers are assumed to be mounted on the ship astern of the ship's center of turning 0. It should be noted that the maneuvering gear of the invention can be also used with propellers mounted ahead of the ship's center of turning 0.
  • Fig. 11 shows a case in which the propellers are mounted on the bow side of a ship relative to the ship's center of turning 0.
  • the port propeller 7p is turned by an angle 90°-a relative to the direction of the axis X
  • the starboard propeller 7 s is turned counters clockwise by an angle 90°- ⁇ relative to the axial direction X .
  • the ship maneuvering gear can be applied to a ship having two propellers mounted ahead of the center of turning 0 thereof.
  • the rotating-blade propellers such as the Voith-Schneider propellers can be used instead of the Z-type propellers. More particularly, the object of the present invention can be fulfilled by turning the direction of the thrust of the rotating-blade propellers in lieu of the turning of the Z-type propellers in the embodiments described in the foregoing.
  • the ship maneuvering gear of the invention facilitates lateral or obliquely lateral movement of a ship simply by regulating one hand lever, while keeping the direction of the lateral or obliquely lateral movement in agreement with the orientation of the hand lever.
  • the present invention has an outstanding effect of providing easy and accurate maneuver of lateral or obliquely lateral movement of a ship which has been difficult to maneuver heretofore.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP81300872A 1980-03-10 1981-03-03 Dispositif de pilotage d'un bateau Withdrawn EP0035859A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP29897/80 1980-03-10
JP2989780A JPS56146494A (en) 1980-03-10 1980-03-10 Steering equipment for ship

Publications (2)

Publication Number Publication Date
EP0035859A2 true EP0035859A2 (fr) 1981-09-16
EP0035859A3 EP0035859A3 (fr) 1982-02-03

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EP81300872A Withdrawn EP0035859A3 (fr) 1980-03-10 1981-03-03 Dispositif de pilotage d'un bateau

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EP (1) EP0035859A3 (fr)
JP (1) JPS56146494A (fr)

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3222054A1 (de) * 1982-06-11 1983-12-15 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Vorrichtung zum vorgeben der bewegungsrichtung und kraft eines wasserfahrzeugs
US5031561A (en) * 1987-04-30 1991-07-16 Styr-Kontroll Teknik I Stockholm Aktiebolag Steering and manoeuvering system for water-born vessels
EP0732261A1 (fr) * 1995-03-17 1996-09-18 Aquamaster-Rauma Oy Système de pilotage automatique d'un navire équipé d'hélices de gouvernails
CN1039530C (zh) * 1991-11-23 1998-08-19 罗格·瓦龙 半离水面与沉潜推进器装置的船舶
US6230642B1 (en) 1999-08-19 2001-05-15 The Talaria Company, Llc Autopilot-based steering and maneuvering system for boats
US6234100B1 (en) 1998-09-03 2001-05-22 The Talaria Company, Llc Stick control system for waterjet boats
US6386930B2 (en) 2000-04-07 2002-05-14 The Talaria Company, Llc Differential bucket control system for waterjet boats
WO2003026955A3 (fr) * 2001-09-28 2003-09-18 Vector Controls Inc Procede et dispositif de commande de vaisseau marin propulse par hydrojet
US6687579B2 (en) * 2001-08-30 2004-02-03 Northrop Grumman Corporation Flexible and fault tolerant networked steering system
US6865996B2 (en) 1999-11-09 2005-03-15 Cwf Hamilton & Co. Limited Waterjet control system
US7052338B2 (en) 2001-08-06 2006-05-30 Morvillo Robert A Integral reversing and trim deflector and control mechanism
WO2006062416A1 (fr) * 2004-12-07 2006-06-15 Cwf Hamilton & Co Limited Systeme de propulsion et de commande destine a un batiment de mer
US7222577B2 (en) 2001-09-28 2007-05-29 Robert A. Morvillo Method and apparatus for controlling a waterjet-driven marine vessel
US7601040B2 (en) 2005-12-05 2009-10-13 Morvillo Robert A Method and apparatus for controlling a marine vessel
US7641525B2 (en) 2004-11-24 2010-01-05 Morvillo Robert A System and method for controlling a waterjet driven vessel
WO2010115647A1 (fr) * 2009-04-07 2010-10-14 Zf Friedrichshafen Ag Propulsion de navire
US8126602B2 (en) 2006-12-19 2012-02-28 Morvillo Robert A Method and apparatus for controlling a water-jet driven marine vessel
US8631753B2 (en) 2010-02-18 2014-01-21 Robert A. Morvillo Variable trim deflector system and method for controlling a marine vessel
US9233740B2 (en) 2013-02-08 2016-01-12 Robert A. Morvillo Variable trim deflector system with protruding foil and method for controlling a marine vessel
US11472531B2 (en) 2003-07-15 2022-10-18 Robert A. Morvillo Method and apparatus for controlling a waterjet-driven marine vessel
CN116062115A (zh) * 2022-09-06 2023-05-05 中国人民解放军91404部队 一种针对z形操纵试验数据自动处理方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR713655A (fr) * 1930-04-26 1931-10-31 Voith Gmbh J M Dispositif pour entraîner et gouverner les véhicules circulant sur l'eau
FR2010500A1 (fr) * 1968-06-01 1970-02-20 Gehlen Hermann
GB1473063A (en) * 1975-01-30 1977-05-11 Niigata Engineering Co Ltd Control apparatus for manoueuvring a ship

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR713655A (fr) * 1930-04-26 1931-10-31 Voith Gmbh J M Dispositif pour entraîner et gouverner les véhicules circulant sur l'eau
FR2010500A1 (fr) * 1968-06-01 1970-02-20 Gehlen Hermann
GB1232519A (fr) * 1968-06-01 1971-05-19
GB1473063A (en) * 1975-01-30 1977-05-11 Niigata Engineering Co Ltd Control apparatus for manoueuvring a ship

Cited By (48)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3222054A1 (de) * 1982-06-11 1983-12-15 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Vorrichtung zum vorgeben der bewegungsrichtung und kraft eines wasserfahrzeugs
US5031561A (en) * 1987-04-30 1991-07-16 Styr-Kontroll Teknik I Stockholm Aktiebolag Steering and manoeuvering system for water-born vessels
CN1039530C (zh) * 1991-11-23 1998-08-19 罗格·瓦龙 半离水面与沉潜推进器装置的船舶
EP0732261A1 (fr) * 1995-03-17 1996-09-18 Aquamaster-Rauma Oy Système de pilotage automatique d'un navire équipé d'hélices de gouvernails
US6234100B1 (en) 1998-09-03 2001-05-22 The Talaria Company, Llc Stick control system for waterjet boats
US6401644B2 (en) 1998-09-03 2002-06-11 The Talaria Company, Llc Stick control system for waterjet boats
US6447349B1 (en) 1998-09-03 2002-09-10 The Talaria Company, Llc Stick control system for waterjet boats
US6453835B2 (en) 1998-09-03 2002-09-24 The Talaria Company, Llc Steering and thrust control system for waterjet boats
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EP0035859A3 (fr) 1982-02-03
JPS56146494A (en) 1981-11-13

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