2818results about "Outboard propulsion units" patented technology

A transmission for a marine propulsion system uses a cone clutch in such a way that, when in a forward gear position, torque is transmitted from an input shaft, or driving shaft, to an output shaft, or driven shaft, solely through the cone clutch. When in forward gear position, driving torque between the driving and driven shafts is not transmitted through any gear teeth. When in reverse gear position, torque is transmitted through an assembly of the bevel gears.

The system is an integrated and self contained electric thruster system integral with a dynamic positioning control system for dynamic positioning of any waterborne vessel having a hull with at least two sides and a deck connecting the sides, at least two azimuthing thrusters, each removably mounted to the vessel, at least two self-contained electric power units removably secured to the deck, one for each thruster, at least one dynamic positioning computer connected to each of the self contained electric power units, at least one motion reference sensor connected to the dynamic positioning computer to correct reference position signals for motion of the vessel, at least one heading sensor, and at least one sensor that is either a position reference sensor connected to the dynamic positioning computer, environmental sensors connected to the dynamic positioning computer, or a combination thereof.

A marine vessel running controlling apparatus controls running of a marine vessel and includes a pair of propulsion systems which respectively generate propulsive forces on a rear port side and a rear starboard side of a hull, and a pair of steering mechanisms which respectively change steering angles defined by directions of the propulsive forces with respect to the hull. The apparatus includes a target combined propulsive force acquiring section, a target movement angle acquiring section, a steering controlling section which controls the steering angles of the respective steering mechanisms such that a turning angular speed of the hull is substantially equal to a predetermined target angular speed, a target propulsive force calculating section which calculates target propulsive forces to be generated from the respective propulsion systems based on the target combined propulsive force, the target movement angle and the steering angles of the respective steering mechanisms, and a propulsive force controlling section which controls the respective propulsion systems so as to attain the target propulsive forces.

A system for controlling a marine vessel that includes a sonar depth finder configured to display a chart for a body of water. The chart has depth information for the body of water, and is programmed to allow a user to select from a plurality of depths indicated on the sonar depth finder display. The sonar depth finder further is configured to generate a route for the marine vessel. The route includes a path through the body of water where each point along the path is at the desired depth. The system includes a vessel control device in communication with the sonar depth finder. The vessel control device is configured to receive transmissions from the sonar depth finder. The transmissions include the route generated by the sonar depth finder. The vessel control device is further configured to automatically direct the marine vessel along the route.

In one embodiment, a unique (or quasi unique) identifier can be received by an application store, or other on-line store, and the store can create a signed receipt that includes data desired from the unique identifier. This signed receipt is then transmitted to a device that is running the application obtained from the on-line store and the device can verify the receipt by deriving the unique (or quasi-unique) identifier from the signed receipt and comparing the derived identifier with the device identifier stored on the device, or the vendor identifier assigned to the application vendor.

A running control device for a watercraft controls propulsion force and tilt angle of a propulsion device relative to the hull of the watercraft. The running control device also sets an optimum trim angle automatically. The running control device includes a propulsion force control section that controls the propulsion force of the propulsion device. The running control device also includes a tilt angle control section that controls the tilt angle of the propulsion device. A target propulsion force calculation module responds to first input information (e.g., watercraft velocity) to calculate a target propulsion force. An amount-of-operation calculation module responds to second input information to calculate an amount of operation of the propulsion device to produce the target propulsion force. The tilt angle control section includes a tilt angle calculation module that determines the tilt angle based on the propulsion force.

An adjustable length bar to replace the rigid bar, the one connecting the two outboards or the two outdrives of a boat, for steering purposes, said adjustable bar being electricly operated through a switch on the boat's dashboard, said switch having two operating positions, one to keep propellers creating two parallel thrusts (cruising mode), and a second to shift the propellers to create a vee configuration (maneuvering mode), by which the boat's maneuverability will be enhanced.

A system for controlling a marine vessel that includes a sonar depth finder configured to display a chart for a body of water. The chart has depth information for the body of water, and is programmed to allow a user to select from a plurality of depths indicated on the sonar depth finder display. The sonar depth finder further is configured to generate a route for the marine vessel. The route includes a path through the body of water where each point along the path is at the desired depth. The system includes a vessel control device in communication with the sonar depth finder. The vessel control device is configured to receive transmissions from the sonar depth finder. The transmissions include the route generated by the sonar depth finder. The vessel control device is further configured to automatically direct the marine vessel along the route.

Apparatuses, methods, and computer-readable medium for navigation safety and collision prevention are described herein. The apparatus may cause the collection of marine electronic data from marine data sources. Marine data sources may include a radar system, a sonar system, a position system, a tracking system, and / or a chart system. The apparatus may further determine, based upon the marine electronic data, the presence of a hazard in the projected path of the watercraft. The apparatus may determine if the hazard is within a threshold distance and, in response, may cause the watercraft to stop before reaching the hazard. In some instances, the apparatus may transmit a warning alert to the watercraft operator, and after a predetermined period of time without response by the operator, the apparatus may cause the watercraft to stop to prevent collision with the hazard.

A marine vessel maneuvering supporting apparatus performs a stationary marine vessel maneuvering support operation, the marine vessel including a pair of propulsion systems which respectively generate propulsive forces on a rear port side and a rear starboard side of a hull, and a pair of steering mechanisms which respectively change steering angles. The apparatus includes a position detecting section which detects a position of the marine vessel, a marine vessel maneuvering support starting command section, a marine vessel maneuvering support starting position storing section, a steering controlling section which controls the steering angles of the respective steering mechanisms such that the marine vessel has a turning angular speed of zero in response to the marine vessel maneuvering support starting command, a target propulsive force calculating section which calculates target propulsive forces to be generated from the respective propulsion systems, such that at least one of x- and y-coordinates of the current marine vessel position is maintained substantially equal to a corresponding one of x- and y-coordinates of the marine vessel maneuvering support starting position, and a propulsive force controlling section which controls the propulsion systems to attain the target propulsive forces.

A boat control system includes trim tabs mounted on the lower transom of a boat, with an electric trolling motor attached to each tab. The control system controls positioning of the trim tabs within a trim range and within a troll range. If a main engine ignition switch changes from off to on while the trim tabs are within the troll range, the control system automatically moves trim tabs positions out of the troll range, and disables the trolling motors.

A trim tab (18, 204) hinged (19) at the bottom edge of a boat transom (12, 179) is rotated into a position below the boat when the drive (58, 186) is in a lowest-most trim position, and is raised up, when the drive is above a selected pickup trim position. A push tube (58) connected to the motor (16) operates a push rod (49) and a trim tab (18). A push bar (96, 97) is moved by the drive, causing pieces (104, 105) to rotate trim tabs (18a). A fluidic slave cylinder (142) is operated by a master cylinder (134) or by a pump (148) responding to a position detector (150). Levers (164, 167) may be connected by a cable (155). A hydraulic master cylinder (195) is disposed on a part (186) of an outdrive that rotates for trim, its cylinder rod (200) contacting a fixed part (184), driving fluid to a slave cylinder (201) mounted on a fixed part (183) with its piston rod (202) moving a trim tab (204).

A marine vessel maneuvering supporting apparatus is used in a marine vessel which includes a propulsion system and a steering mechanism. The marine vessel maneuvering supporting apparatus includes an operational unit, operated by an operator, arranged to control movement and turning of a marine vessel, a target value computing unit having a plurality of computing modes and arranged to compute target values including a target propulsive force for the propulsion system and a target steering angle for the steering mechanism in accordance with an operational input from the operational unit, and a switching unit arranged to switch the computing modes of the target value computing unit.

A hydraulic pressure compensation system for valve actuator assemblies is described having particular application for subsea wellhead installations. The compensation system includes at least one valve actuator assembly having a housing that retains a reciprocable piston therewithin. The piston is spring biased into its fail safe configuration. The valve actuator assembly is hydraulically associated with an accumulator reservoir that defines a closed fluid reservoir and an open fluid reservoir that is exposed to ambient pressures. The two chambers are separated by a membrane. The valve actuator assembly is also operationally associated with a fluid pressure intensifier that boosts the ambient pressure of the accumulator so that an increased fluid pressure may be transmitted to the actuator assembly to bias the actuated valve toward its fail safe configuration. In a described embodiment, the fluid pressure intensifier comprises a housing that defines a chamber having a fluid inlet and fluid outlet. A dual-headed piston is moveably retained within the housing. The piston has an enlarged piston face and a reduced size piston face. Fluid pressure entering the fluid inlet is exerted upon the enlarged piston face, and due to the difference of piston face sizes, an increased pressure is transmitted out of the fluid outlet.

A cooling water pump device for drawing cooling water from bottom of a pump case and pumping it toward an engine located above includes: a multiple number of annular seal elements surrounding the driveshaft for keeping the interface between the inner peripheral surface of a resin pump case and a metal sleeve watertight, arranged between the inner peripheral surface of the resin pump case and the metal sleeve, at plural positions vertically apart with respect to the axial direction of the driveshaft.

An outboard motor for a marine vessel application, and related methods of making and operating same, are disclosed herein. In at least one embodiment, the outboard motor includes a horizontal-crankshaft engine in an upper portion of the outboard motor, positioned substantially positioned above a trimming axis of the outboard motor. In at least another embodiment, first, second and third transmission devices are employed to transmit rotational power from the engine to one or more propellers at a lower portion of the outboard motor. In at least a further embodiment, the outboard motor is made to include a rigid interior assembly formed by the engine, multiple transmission devices, and a further structural component. In further embodiments, the outboard motor includes numerous cooling, exhaust, and / or oil system components, as well as other transmission features.

The calibration procedure allows an upward maximum limit of tilt to be automatically determined and stored as an operator rotates a marine propulsion device relative to a marine vessel with a particular indication present. That indication can be a grounded circuit point which informs a microprocessor that at calibration procedure is occurring in relation to an upward trim limit. When the ground wire is removed or disconnected from the circuit point, the microprocessor knows that the calibration process is complete. During the rotation of the outboard motor or marine propulsion device in an upward direction, both the angular position of the outboard motor and the direction of change of a signal from a trim sensor are stored.

A boat control system includes trim tabs mounted on the lower transom of a boat, with an electric trolling motor attached to each tab. A user control provides commands to control positioning of the trim tabs and operation of the motors. Steering with the motors is provided by controlling the relative speed and propeller direction of the motors. The user control includes an input for generating a return-to-center command that causes the motors to be driven at the same speed and in the same direction.

A marine vessel running controlling apparatus controls running of a marine vessel and includes a pair of propulsion systems which respectively generate propulsive forces on a rear port side and a rear starboard side of a hull, and a pair of steering mechanisms which respectively change steering angles defined by directions of the propulsive forces with respect to the hull. The apparatus includes a target combined propulsive force acquiring section, a target movement angle acquiring section, a steering controlling section which controls the steering angles of the respective steering mechanisms such that a turning angular speed of the hull is substantially equal to a predetermined target angular speed, a target propulsive force calculating section which calculates target propulsive forces to be generated from the respective propulsion systems based on the target combined propulsive force, the target movement angle and the steering angles of the respective steering mechanisms, and a propulsive force controlling section which controls the respective propulsion systems so as to attain the target propulsive forces.

Methods and arrangements to rapidly adjust the trim of a watercraft are disclosed. More specifically, embodiments comprise a sensor to quickly detect changes in the trim angle of a watercraft and a driver adapted to effect rapid changes in the trim angle. For example, many embodiments include large hydraulic pumps and hydraulic connections to adjust the angle of a trim adjuster such as the angle of trim tabs, an outboard motor, or a stern drive. Some embodiments implement high torque electric motors or high capacity pneumatic systems. The drivers may, for example, effect changes in the angle of the trim adjuster within two seconds. In one embodiment, the driver may effect a change in the trim angle within one second or less.

A modular propeller comprises a center hub with an integrated front cap and an aluminum core encapsulated with fiber-reinforced composite polymer resin. A set of replaceable blades have bases that slip into and interlock with corresponding slots in the center hub. An elongated rear cap retains the blades in the center hub. The rear cap includes a nozzle section for expelling exhaust gasses that pass through the center parts of the hub and blade bases.

Trunk piston marine engine lubrication, when the engine is fueled by heavy fuel oil, is effected by a composition comprising a major amount of an oil of lubricating viscosity containing at least 50 mass % of a basestock containing greater than or equal to 90% saturates and less than or equal to 0.03% sulphur or a mixture thereof, and respective minor amounts of an over-based metal hydrocarbyl-substituted hydroxybenzoate detergent other than such a detergent having a basicity index of less than two and a degree of carbonation of 80% or greater and at least 1 mass % of a hydrocarbyl-substituted carboxylic acid, anhydride, ester or amide thereof. Asphaltene precipitation in the lubricant, caused by the presence of contaminant heavy fuel oil, is prevented or inhibited.

In an outboard motor control system, an electronic control unit executes ordinary navigation in which the operation of at least one among a steering motor, throttle motor and shift motor is controlled in accordance with an operator command inputted from the steering wheel or shift / throttle lever (steering command, shift position change command or engine speed regulation command of the outboard motor) and executes autopilot navigation in which the boat is automatically navigated by controlling the operation of the individual electric motors based on boat position information inputted from a GPS plotter and the desired position of the boat. This simplifies the configuration for conducting both manual navigation and automatic navigation and avoids making the system larger or more complicated to install, while including boat speed regulation and stopping capability among the autopilot features.

A control system for a steerable thrusting device is disclosed comprising a mobile device and application which interface with an electronic controller to command the output power and directional heading of the steerable thrusting device. In at least one embodiment, the mobile device serves the functions of a mapping and input device that communicates bi-directionally with a Global Navigation Satellite System (GNSS) and direction device-equipped electronic controller, which in turn controls the power and heading of the thrusting device on a marine vessel. Data can be stored on the mobile device or procured in real-time via network access to a dedicated database and communicated to the electronic controller in order to execute specific functions of the thrusting device control system. The data created in the control system is capable of being shared amongst similar devices via the use of a cloud network.

A multiple trim modulation system for efficiently and simultaneously controlling multiple trim devices upon a marine vessel. The multiple trim modulation system generally includes a plurality of trim devices movably mounted to a watercraft and a controller adapted to control the plurality of trim devices. The controller includes a plurality of adjustment modes, wherein each of the plurality of adjustment modes moves the plurality of trim devices in a simultaneous manner. The plurality of trim devices either move towards a similar direction or move towards an opposing direction depending on a corresponding mode of the plurality of adjustment modes.

A method and system for defining a program to control the trim position of a propulsion unit mounted on a watercraft for a desired utility mode. Also, a method and system for controlling the trim position in a given utility mode by using the defined program. In defining the program, a first utility mode is defined and the watercraft is operated in the defined mode as in normal operation. Multiple trim positions are selected throughout the course of operation in the defined mode. For each selected trim position, an operational parameter of the watercraft is sensed. Multiple values of the same parameter may be sensed and measured for a single trim position. After the parameters have been sensed for each trim position, a correlated data set is created. A correlated data set is saved to a memory device for each selected trim position of the defined utility mode. In controlling the trim position, the watercraft is again operated in the first utility mode. A current operational parameter is then measured. Having measured the current operational parameter, the correlated data sets are recalled from memory so that the current operational parameter may be compared with the stored parameters in the data sets. The trim position is then selected and set based on the comparison of the current parameter with those stored in the data set.

An outboard motor for a marine vessel application, transmission devices for such an outboard motor, and related methods of making, operating, and modifying attributes of same, are disclosed herein. In at least one embodiment, the motor includes a horizontal-crankshaft engine in an upper portion of the motor, positioned substantially above a trimming axis of the motor. In at least another embodiment, first, second and third transmission devices are employed to transmit rotational power from the engine to propeller(s). In at least a further embodiment, the motor is made to include a rigid interior assembly formed by the engine, multiple transmission devices, and a further structural component. In further embodiments, the motor includes numerous cooling, exhaust, and / or oil system components, and / or other transmission features. In at least some additional embodiments, a transmission device of the motor is configured to facilitate gear ratio variation and / or includes an integrated oil pump.