Abstract: In a swaying mode of a watercraft, a controller sets either of a first shift mechanism and a second shift mechanism to a forward moving state and sets the other of the first and second shift mechanisms to a rearward moving state, while controlling a rudder angle of a first marine propulsion device and a rudder angle of a second marine propulsion device such that a net thrust of a thrust generated by the first marine propulsion device and a thrust generated by the second marine propulsion device is oriented in a sideways direction. When setting the first shift mechanism to the forward moving state and setting the second shift mechanism to the rearward moving state in the swaying mode, the controller switches the second shift mechanism to the rearward moving state and then switches the first shift mechanism to the forward moving state after a delay at the start of the swaying mode.

Abstract: A control device for an outboard motor controls a plurality of outboard motors included in a ship. Each outboard motor includes a propulsion unit and a steering actuator. The ship includes an operation unit that operates the steering actuator and the propulsion unit. The operation unit can be positioned at a first position at which the outboard motors do not generate a propulsion force for the ship, a second position at which the outboard motors generate a propulsion force for moving the ship in a leftward-rightward direction, and a third position at which the outboard motors generate a propulsion force for moving the ship in an oblique direction that forms an acute angle with the leftward-rightward direction. A forward-backward direction component of a propulsion force in the oblique direction which is generated by the outboard motors.

Abstract: A controller generates a first forward thrust with a first propulsion device and generates a first backward thrust with a second propulsion device with a same number as the first propulsion device in case that the backward thrust is less than a predetermined threshold. The controller generates a second forward thrust larger than the first forward thrust with the first propulsion device and generates a second backward thrust with each of the second propulsion devices greater than the first propulsion device in case that the backward thrust is greater than or equal to the predetermined threshold.

Abstract: The system herein disclosed automatically detects whether an engine control unit instance number of a multi-engine marine vessel needs changing. Each engine control unit is electronically paired with a respective servo controller. A vessel controller is in communication with the servo controllers. The vessel controller commands in turn each servo controller to switch on its paired engine control unit, read the instance number of its paired engine control unit, switch off its paired engine control unit, and convey the instance number back to the vessel controller. The vessel controller then compares the instance numbers of the engine control units. If at least two instance numbers of the engine control units are duplicates of each other, the vessel controller ascertains that at least one of the instance numbers of the engine control units needs to be changed and assigns a new instance number to one of the engine control units.

Abstract: A control unit for a boat propulsion system individually controls the forward and reverse propulsion directions, the propulsion force, and the steering angle of each of a plurality of boat propulsion units so that a point of action of a first resultant force is positioned behind a point of action of a second resultant force when the control unit receives an operational command from an operation device for travel in a lateral direction of a hull. The first resultant force is a resultant force of propulsion forces generated by the first port-side propulsion unit and the first starboard-side propulsion unit. The second resultant force is a resultant force of propulsion forces generated by the second port-side propulsion unit and the second starboard-side propulsion unit.

Abstract: In a hybrid type marine propulsion device including a main engine and a motor, low fuel consumption is realized by a compact configuration and highly efficient drive control. A marine propulsion device includes a clutch 7 provided on an input shaft 6 of a main engine, a horizontal input/output shaft 8 connected to the clutch, a vertical shaft 11 connected to the input/output shaft through an upper bevel gear 9, a horizontal propeller shaft 13 connected to a lower end of the vertical shaft through a lower bevel gear 12, and a propeller 14 at the other end side of the propeller shaft, in which the propeller is revolved around the vertical shaft to set a propulsion direction, wherein a motor generator 20 is mounted on a floor 3, and connected directly to the other end side of the input/output shaft. In a low rotation region, motor propulsion is performed, and in a high rotation region, hybrid propulsion in which the main engine is assisted by the motor is performed.

Abstract: A mixed propulsion system for a seagoing vessel such as a liquid natural gas carrier including a gas turbine engine is described. The vessel has at least one electric propulsion drive and a plurality of prime movers of different types each coupled directly to drive an electrical generator. The outputs of the several generators are connected to at least two electricity distribution switchboards to supply the power requirements of the vessel, and each electric propulsion drive is cross-coupled to receive power selectively from either switchboard such that in the event of a single failure in a switchboard or prime mover or both power can be maintained to both propulsion drives.

Abstract: A marine vessel power generation system comprising a conventional machinery arrangement, such as an internal combustion engine (2) and a generator (3), a propulsion system, and a main switchboard (6). In order to provide an environmental friendly power generation system, when the marine vessel enters, leaves or is in port, said system is provided with an H2O operated power generation arrangement (8) for generating H2O from seawater in order to produce electrical energy.

Abstract: A torque transmission device for a ship for optionally transmitting a drive torque from a main drive or from an auxiliary drive to a propeller shaft of the ship, with a gear unit which can be driven by the main drive and which can be connected to the propeller shaft by a first clutch, and with a second clutch by which the auxiliary drive can be connected to the propeller shaft. The gear unit is received in a gear unit housing, the first clutch and/or second clutch are/is received in a clutch housing that is separate from the gear unit housing, and the first clutch, the second clutch and/or the auxiliary drive are arranged on the side of the gear unit remote of a propeller.

Abstract: A water propulsion unit having an intake housing, a pump housing and an outlet with two spaced apart counter rotating impellers being located in the pump housing. The impeller blades on one impeller have an opposite pitch to the blades of the second impeller. The impellers are configured so that one of the impellers will impart less energy to the water as it passes the blades of the impeller than the second impeller.

Abstract: The invention relates to a marine vessel with at least a first cargo facility at a stern end and at least a second cargo facility at a bow end, and having a deckhouse arranged between the first cargo facility and the second cargo facility. In order to provide for cost-effective propulsion and cargo transport in combination, the propulsion system comprises a first propulsion unit and a second propulsion unit forming a CRP propulsion system. The machinery of the first propulsion unit and the machinery of the second propulsion unit are located on top of each other under the deckhouse.

Abstract: A regenerative fuel cell is combined with a combustion engine such as a Pulse Detonation Engine (PDE) to create a closed-loop power generation system. Stored hydrogen and oxygen are used by the regenerative fuel cell, and by the combustion engine, in which the reaction of the hydrogen and oxygen produces water in the gas phase (steam). The steam is used to generate work from a turbine shaft, which is used to drive a propulsion system for the marine vessel. After the steam passes through the turbine, the steam is cooled back to liquid water by a condenser, and stored with the water produced by the regenerative fuel cell. The stored water can be converted back into hydrogen and oxygen by using electrical power external to the closed-loop system. After regeneration of the water into hydrogen and oxygen, the closed-loop power system would be ready for operation again.

Abstract: A hybrid power and propulsion generation system for a marine vessel is provided that combines a fuel cell with a wave rotor/combustor. A wave rotor that uses gas dynamics (shock and expansion) processes within rotating passages, using a hydrogen and oxygen supply in fluid communication with the wave rotor, is combined with a regenerative fuel cell for power generation for an underwater vessel.

Abstract: A propulsion system for a ship having one front and one rear propelling engine (M1, M2), the propulsion powers of which can be coupled to an output shaft (7) via a gear system (6). The shafts of the gear mechanism are disposed on top of each other in an essentially vertical manner. The ship output shaft (7) extends below the rear propelling engine (M2). It is proposed that an input gear (14), disposed upon a rear input shaft (10), is permanently meshed with an intermediate gear (Z2) disposed upon a first axis of rotation (1), and that an output gear (13) disposed upon a gear output shaft (11) likewise meshes with an intermediate gear (Z1) disposed upon the first axis of rotation (1) whereby a large vertical axial distance results between the rear input shaft (10) and the gear output shaft (11) despite the small gear diameter.

Abstract: A jet propulsion unit for a small watercraft including a reverse thrust arrangement. The reverse thrust arrangement includes a water diverter bucket assembly moveable between an open position and a closed position with respect to a steering nozzle of the jet propulsion unit. The reverse thrust arrangement is configured to reduce an amount of operator force necessary to actuate movement of the water diverter bucket assembly between its opened and closed position. In some arrangements, the reverse thrust arrangement permits movement of the water diverter bucket assembly from its open to its closed position and control of an operating speed of the engine once the bucket assembly has reached its closed position by a single operator control.

Abstract: A boat drive system includes a transmission unit, a propeller shaft, and an auxiliary drive unit for driving the propeller shaft in the event of a failure of the main engine and/or the transmission unit. The auxiliary drive unit includes a housing slidably supported by the transmission unit, and the housing carries a motor and a drive sprocket driven by the motor. The drive sprocket is hollow, to enable the propeller shaft to extend therethrough. The drive sprocket includes axially facing teeth which are engageable with axially facing teeth of a coupling sleeve affixed to the propeller shaft.

Abstract: A propulsion system for a ship having one front and one rear propelling engine (M1, M2), the propulsion powers of which can be coupled to an output shaft (7) via a gear system (6). The shafts of the gear mechanism are disposed on top of each other in an essentially vertical manner. The ship output shaft (7) extends below the rear propelling engine (M2). It is proposed that an input gear (14), disposed upon a rear input shaft (10), is permanently meshed with an intermediate gear (Z2) disposed upon a first axis of rotation (1), and that an output gear (13) disposed upon a gear output shaft (11) likewise meshes with an intermediate gear (Z1) disposed upon the first axis of rotation (1) whereby a large vertical axial distance results between the rear input shaft (10) and the gear output shaft (11) despite the small gear diameter.

Abstract: In a clutch for coupling two shaft sections (2a, 2b) of a drive shaft, in which the shaft sections (2a, b) support an inner clutch ring (8) and an outer clutch ring (9) coplanar thereto and in which the clutch rings (8, 9) are provided with notches (19) which complement one another to bores (20) into which the hydraulically movable clutch bolts (22), fastened to a common servopiston (23), can be inserted. High operational safety and high user friendliness are achieved in that on the side of the clutch rings (8, 9) opposite the clutch bolts (22) a support ring (26) bridging their spacing (21) is arranged from which tie rods (27), supporting a locking ring (28) correlated with the clutch bolts (22), project that are arranged offset relative to the clutch bolts (22) and can be extended by a second servopiston (33). The two servopistons (23, 33) are arranged in a housing (11) connected to one shaft section (2a) and engaged from behind by the locking ring (28).

Abstract: A ship propulsion system in which the ship's propeller is connected with its propeller shaft directly to a drive mechanism. A thrust bearing in the drive mechanism receives directly the thrust of the propeller shaft. An auxiliary drive with an electrical machine is operable selectively as a motor or as a generator, and a coupling is provided between the electrical machine and transmission linkage in the auxiliary drive. A gear on the transmission surrounds the propeller shaft, and a flexible coupling connects the transmission to the propeller shaft. Mounted on a separate section of the propeller shaft between the transmission and the drive mechanism, is a shiftable coupling which is free of play and transmits torque from the drive mechanism to the propeller shaft as well as the thrust of the propeller shaft. An auxiliary thrust bearing is connected to the shiftable coupling and is actuated when the ship is in auxiliary or emergency operation during which the propeller shaft has a reduced thrust.

Abstract: A method and apparatus for controlling the speed of a ship optimizing the configuration of its drive system, e.g., including its engine, geartrain, brake, clutch and screw.

Abstract: An apparatus and method of retrieving a radio-controlled fuel-powered model boat is disclosed. The apparatus includes a pivot arm, with a pinion gear and an idler gear, that is attached to the shaft of a secondary motor. The idler gear in said pivot arm engages a driven gear that turns the model boat's propeller shaft by transferring the secondary motor shaft's rotation through gears to the propeller shaft. The apparatus includes a movement limiting bracket that limits the pivot arm's movement to either engage or disengage the driven gear attached to the model boat's propeller drive shaft.

Abstract: A naval propulsion plant that provides a pair of heat engines MT1 and MT2 that drive two independent pumps P1 and P2. In turn these pumps drive two hydraulic motors MR1 and MR2 with which two propellers E1 and E2 are solid in rotation. A suitable distributor 40 makes it possible to idle one of the two propellers in case of a breakdown, or to operate both with one of the heat engines.

Abstract: The present invention relates to a new type of marine power take-off system which increases the performance of the V-hull type boat, while not increasing the engine compartment space. The present invention enables the boat manufacturer to mount the engines side-by-side to provide increased passenger space in the boat, while at the same time permitting the propellers to be lower in the water and closer to each other than with conventional designs of side-by-side engines.The power take-off system of the present invention combines the boat's transmission with a chain drive assembly adjacent the transmission. Through use of the novel design of the present invention, the output shaft of the power take-off system leading to the propeller is much lower and offset from the location of the center of the engine input shaft.

Abstract: A marine transmission gear unit with double drive where two driving engines are arranged offset from and on one side of and parallel to a propeller shaft axis and on opposite sides of gear train assembly including a common pinion gear and a greater wheel gear coupled to the propeller shaft. The two driving engines are arranged to drive the greater wheel gear by way of the pinion gear. An intermediate gear unit is coupled between the common pinion and at least one of the driving engines and a clutch device is disposed in the drive train adjacent the greater wheel. One or both engines are coupled to the common pinion through an intermediate gear unit. The engines can be codirectional in one direction or the opposite direction or can be contra-directed one relative to the other. The engines can be axially offset or coaxial. The clutch device may comprise an overriding clutch assembly. The intermediate gear unit may comprise either a spur gear and a planetary gear assembly, or a pair of planetary gear assemblies.

Abstract: A marine transmission gear unit with double drive where two driving engines are arranged offset from and on one side of and parallel to a propeller shaft axis and on opposite sides of gear train assembly including a common pinion gear and a greater wheel gear coupled to the propeller shaft. The two driving engines are arranged to drive the greater wheel gear by way of the pinion gear. An intermediate gear unit is coupled between the common pinion and at least one of the driving engines and a clutch device is disposed in the drive train adjacent the greater wheel. One or both engines are coupled to the common pinion through an intermediate gear unit. The engines can be codirectional in one direction or the opposite direction or can be contra-directed one relative to the other. The engines can be axially offset or coaxial. The clutch device may comprise an overriding clutch assembly. The intermediate gear unit may comprise either a spur gear and a planetary gear assembly, or a pair of planetary gear assemblies.

Abstract: A propulsion and drive system for a ship includes an engine, a drive train with transmission gear and main clutch, and a propeller shaft. An auxiliary equipment shaft is connected to that drive train via two branches, geared to the drive on opposite sides from the main clutch; and each branch has its own clutch so that only one branch at a time is effective. The branch on the propeller shaft side from the main clutch is effective during high-speed cruising, the other branch during slow speeds, or even during stopping. The auxiliary equipment is to be run at constant speed throughout. Two different examples are the relative location of parts and the coaxial relation among the three clutches involved.

Abstract: The screw of a screw-rudder propulsion assembly for a floating vehicle is suspended on the end of a steering shaft which is housed in a tubular casing which is supported on the vehicle. The shaft is rotated to steer the vehicle and the screw is driven by a hydrostatic receiver unit housed in the screw-rubber assembly. A pair of rotating joints through which oil is circulated to the hydrostatic receiver unit, a trust bearing, and the steering drive for rotating the steering shaft are grouped together at the top of the shaft.

Abstract: A ship drive system with main engine, main transmission and propeller shaft is supplemented by a transmission branch permitting power transmission in both directions. The branch includes an auxiliary engine, an a.c. generator selectively connected to that auxiliary engine and a controlled transmission unit interposed between the generator shaft and a branch shaft from the main transmission. The unit includes two planetary gear sets of different transmission ratios, their sun gears are mounted on the generator shaft, and a common spider for two sets of planet gears is mounted on the branch shaft; the two internal ring gears for the planetary gears are selectively, one at a time or none, immobilized for power transmission at the respective speed ratio.

Abstract: A marine propulsion unit which includes a propeller selectively coupled directly or by way of gear systems at least to two diesel engines with the propulsion unit being adapted to be operated, in a medium speed range of the ship, with only less than all of the engines and, in a higher speed velocity of the ship, with all engines. At least one of the propeller and the stepdown gear system is constructed so that the propeller, during normal operating conditions and while being propelled by the diesel engines utilized in the range of up to the medium velocities, absorbs the maximum constant output of these engines with the full amount of fuel being injected and, with a maximally permissible engine speed and that, when operating with all engines, the higher propeller speeds are retained in the range of the higher velocities by increasing the speeds of the engines without exceeding their maximum constant output and with a corresponding reduction in the amount of fuel injected to the respective engines.

Abstract: The present invention pertains to an emergency propulsion system for both motor powered and sailing vessels which have a single propeller shaft. This emergency system may be used with inboard engines or with a sailing vessel that has a small engine used for moving said vessel and/or docking. While and when under way engine failure may be experienced. Such failure is usually very inconvenient to the user of the boat. Many times such failure can and does become a serious matter. The present hydraulic propulsion system of this invention is intended to provide a "get home" drive for trawlers or sailing vessels using a single engine. A small diesel engine that is used to provide electrical generation is also selectively employed to turn a hydrostatic pump and then through a fluid connected means drives a hydrostatic motor which drives a V-belt to the propeller shaft.