EP4574645B1 - Système de commande de propulsion marine - Google Patents

Système de commande de propulsion marine

Info

Publication number
EP4574645B1
EP4574645B1 EP23219259.1A EP23219259A EP4574645B1 EP 4574645 B1 EP4574645 B1 EP 4574645B1 EP 23219259 A EP23219259 A EP 23219259A EP 4574645 B1 EP4574645 B1 EP 4574645B1
Authority
EP
European Patent Office
Prior art keywords
drive unit
unit
propellers
control system
marine vessel
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.)
Active
Application number
EP23219259.1A
Other languages
German (de)
English (en)
Other versions
EP4574645A1 (fr
Inventor
Jonas BRASK
Dennis KÖHLBERG
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.)
Volvo Penta AB
Original Assignee
Volvo Penta AB
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 Volvo Penta AB filed Critical Volvo Penta AB
Priority to EP23219259.1A priority Critical patent/EP4574645B1/fr
Priority to JP2024146578A priority patent/JP2025036309A/ja
Priority to US18/817,684 priority patent/US20250074566A1/en
Publication of EP4574645A1 publication Critical patent/EP4574645A1/fr
Application granted granted Critical
Publication of EP4574645B1 publication Critical patent/EP4574645B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • B63H20/12—Means enabling steering

Definitions

  • the disclosure relates generally to a propulsion control system.
  • the disclosure relates to a marine propulsion control system for a marine vessel.
  • the disclosure can be applied to marine vessels, such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types.
  • marine vessels such as water crafts, motorboats, work boats, sport vessels, boats, ships, among other vessel types.
  • the disclosure may be described with respect to a particular marine vessel, the disclosure is not restricted to any particular marine vessel.
  • Propulsion control systems for marine vessels are known. These propulsions systems having a drive unit which may be operated in different positions so as to improve the marine vessel's performance and energy consumption to power the drive unit. These known systems do not take into account where the marine vessel is operating both in normal draught and in reduced draught situations, as well as in other circumstances and conditions of the marine vessel.
  • the drive unit having one or more propellers propelling the marine vessel in normal manner.
  • persons and/or equipment are in the water around the marine vessel for bathing and swimming which may have the severe consequence that the person and/or equipment may come in contact with the one or more propellers.
  • a marine propulsion control system for a marine vessel comprising a drive unit being adapted to be connected with the marine vessel, the drive unit comprises an upper part being pivotable connected with the marine vessel and a lower part having one or more propellers providing a thrust force, the lower part is rotatable in relation to the upper part, an input unit configured to obtain an activation message indicative of an operation mode for the drive unit, a control unit being operatively connected with the drive unit and the input unit, the control unit is configured to control the drive unit on basis of the activation message obtained from the input unit, wherein the control unit, based on at least the activation message, is configured to control the drive unit within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit is configured to rotate the lower part of the drive unit so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers, wherein the control unit is
  • the first aspect of the disclosure may seek to solve the disadvantages with the prior solutions and especially the sometime missing security while operating the marine vessel in different situations.
  • a technical benefit may include providing a propulsion control system having a drive unit with a lower part which is rotatably connected with an upper part, whereby the control unit ensures that the one or more propellers are rotated to a position with the one or more propellers at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers when the control unit has obtained a swim mode activation message.
  • the risk for damaging persons bathing and swimming around the marine vessel is minimized and a higher security is obtained while operating the marine vessel during swimming and bathing.
  • control unit is operatively connected with the tilt and trim arrangement.
  • a technical benefit may include that the trim and tilt of the drive unit may be performed and controlled by the control unit.
  • the activation message is activated by an operator or captain and/or is an automatically generated activation message.
  • a technical benefit may include providing different possibilities for activating the activation message.
  • the automatically generated activation message is sensor data obtained from one or more sensor(s).
  • a technical benefit may include that the sensors may detect different objects in the surrounding of the marine vessel or other parameters and based on these detections an automatically generated activation message may be provided to the control unit.
  • the risk for human failure or unintended operation of the propulsion control system minimized.
  • the one or more sensors is/are configured to detect one or more condition(s) of the marine vessel, the drive unit and/or a surrounding of the marine vessel.
  • a technical benefit may include that the sensors may detect different conditions of the marine vessel, drive unit and/or surroundings or other parameters and based on these detections an automatically generated activation message may be provided to the control unit for enhanced control and security. Hereby is the risk for human failure or unintended operation of the propulsion control system minimized.
  • one of the predetermined operation modes is a normal/high speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit and steering is set with limitations and no tilt capability of the drive unit.
  • a technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.
  • the limitation is that the trim of the drive unit cannot exceed ⁇ 10 degrees, preferably ⁇ 5 degrees compared to neutral trim, and that rotation of the lower part of the drive unit is limited to 30 degrees.
  • a technical benefit may include that it is ensured that restriction for operating the marine vessel is provided, which again minimizes the risk for human failure or unintended operation of the propulsion control system.
  • one of the predetermined operation modes is a slow speed mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit is free, unlimited steering up to 360 degrees.
  • a technical benefit may that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.
  • a technical benefit may include that more power and maneuverability to the propulsion system is provided and that a redundant system is obtained.
  • control unit in the slow speed mode, is configured to rotate the lower parts of drive units in opposite directions so that collisions between the lower parts are avoided.
  • a technical benefit may include that the drive units and the propellers not unintendedly are rotated to collide with each other and thereby that they are being damaged.
  • one of the predetermined operation modes is shallow water/beach mode in which the control unit is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the trim and tilt is free, unlimited steering up to 360 degrees, preferably ⁇ 120 degrees.
  • a technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized.
  • control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel.
  • a technical benefit may include that the risk for damaging the one or more propellers when operating in shallow waters and at the beach is minimized
  • control unit is configured to limit the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode.
  • a technical benefit may include that it is ensured that the risk for human failure or unintended operation of the propulsion control system minimized during operation is shallow waters where there is a high risk for colliding with obstacles under water.
  • control unit is configured to rotate the lower part to a position with the one or more propellers facing aft in relation to the marine vessel, in the storage mode.
  • a technical benefit may include that the propeller(s) is/are tilted up of the water so that growth and fouling on the propellers are minimized in the storage mode.
  • a marine vessel comprising a marine propulsion control system as described above.
  • the second aspect of the disclosure may seek to solve the disadvantages with the prior solutions and especially the sometime missing security while operating the marine vessel in different situations.
  • a technical benefit may include providing a propulsion control system having a drive unit with a lower part which is rotatably connected with an upper part, whereby the control unit ensures that the one or more propellers are rotated to a position with the one or more propellers at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers when the control unit has obtained a swim mode activation message.
  • the risk for damaging persons bathing and swimming around the marine vessel is minimized and a higher security is obtained while operating the marine vessel during swimming and bathing.
  • a method of operating a marine propulsion control system as described above comprising
  • FIGS. 1-3 is an exemplary view of a marine propulsion control system 1 for a marine vessel 100 according to an example.
  • the marine propulsion control system 1 comprises a drive unit 3 comprising an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20.
  • the lower part 21 having one or more propellers providing a thrust force.
  • the lower part 21 comprises in the present example a first propeller 13a, and a second propeller 13b.
  • the upper part 20 of the drive unit 3 may be moved in relation to the transom 101 of the marine vessel 100 so that the drive unit may be tilted in and out of the water and/or trimmed to an intended trim angle in the water.
  • the upper part 20 may be moved in relation to the marine vessel 100.
  • the lower part 21 is rotatably connected with the upper part 20 whereby the lower part may be rotated in relation to the upper part 20 around an axis R.
  • the lower part 21 is configured to follow the movements of the upper part 20 in relation to the marine vessel 100.
  • the marine propulsion control system 1 also comprises an input unit 22 configured to obtain an activation message indicative of an operation mode for the drive unit 3, and a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22.
  • the control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes.
  • One of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13a, 13b is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers.
  • the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers 13a, 13b in the swim mode.
  • the input unit 22 may be arranged at the marine vessel 100 or at the drive unit 3, in the example in FIG. 1 , the input unit 22 is arranged at the marine vessel 100.
  • the control unit may also be arranged at the marine vessel 100 or at the drive unit 3, in the example in FIG. 1 the input unit 22 is arranged at the marine vessel 100.
  • control unit 23 in response to obtaining a swim mode activation message from the input unit 22, is configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers.
  • the swim mode activation message may be activated when persons onboard the marine vessel 100 would like to swim around the marine vessel 100, for instance by using the bathing platform 103 arranged at the transom 101 of the marine vessel 100.
  • the propellers 13a, 13b are configured to be a pushing drive, hence in normal operation they are pushing the marine vessel 100.
  • the first and second propellers 13a, 13b are arranged after the lower part 21 so that when rotated they will push the lower part 21 and thereby push the marine vessel.
  • the drive unit 3 may be trimmed in different angles for optimizing the angle of thrust for the propellers 13a, 13b during different operating conditions.
  • the drive unit 3 is positioned in neutral trim where the angle of thrust of the first propeller 13a and the second propeller 13b are zero.
  • the drive unit 3 has been pivoted in a clockwise direction in relation to the marine vessel so as to position the drive unit 3 in a negative trim having a negative angle of thrust A of the first propeller 13a and the second propeller 13b.
  • the drive unit 3 has been pivoted in an anticlockwise direction in relation to the marine vessel 100 so as to position the drive unit 3 in a positive trim having a positive angle of thrust A of the first propeller 13a and the second propeller 13b.
  • FIG. 4 is the marine propulsion control system 1 of FIG. 1 where the lower part 21 has been rotated around the axis R in relation to the upper part 20.
  • the control unit 23 in response to obtaining a swim mode activation message from the input unit 22, has rotated the lower part 21 to a position with the one or more propellers 13a, 13b facing forward towards the marine vessel 100.
  • the first and second propellers 13a, 13b have been rotated 180 degrees compared to their position shown in FIG. 1 .
  • the control unit 23 may rotate the first and second propellers 13a, 13b minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b.
  • the control unit 23 may be configured to lower the drive unit 3 to its lowermost position so that the swimmers are further protected from the one or more propellers 13a, 13b.
  • the activation message is activated by an operator or captain on the marine vessel 100 and/or is an automatically generated activation message.
  • the operator or captain may activate the beach mode activating message at the input unit 22, and/or the operator or captain may activate the swim mode activating message at the input unit 22.
  • the drive unit 3 may be locked in the swim mode until swim mode activation message is deactivated by the operator or captain.
  • the drive unit 3 is configured to be started with a special acknowledgement operation when in swim mode, such as unlocking by a physical or digital key.
  • a special acknowledgement operation when in swim mode, such as unlocking by a physical or digital key.
  • the one or more propellers 13a, 13b may be locked when in the swim mode so that they are unable to rotate. Also, when the swim mode activation message is deactivated, the lower part 21 is rotated to its intended position before the one or more propellers 13a, 13b is/are allowed to rotate.
  • the drive unit 3 may also comprise one or more unit sensors 25 configured to detect a position of the lower part 21 of the drive unit 3 and/or the position of the one or more propellers 13a, 13b.
  • the one or more unit sensors 25 may be configured to detect a height position of the drive unit 3.
  • the one or more unit sensors 25 are operatively connected with the control unit 23.
  • the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the one or more unit sensors 25.
  • the propulsion control system 1 of FIG. 1 is shown in a top view.
  • the first and second propellers 13a, 13b are arranged in their pushing position facing aft as described in connection with FIG. 1 .
  • the automatically generated activation message may also be based on sensor data obtained from one or more sensor(s) 24.
  • the one or more sensor(s) may be configured to detect one or more condition(s) of the marine vessel, the drive unit and/or a surrounding of the marine vessel.
  • the control unit 23 is operatively connected with the one or more sensors 24.
  • the one or more conditions of the marine vessel 100 may be load on the marine vessel, movement of the marine vessel, trim of the marine vessel, components on the marine vessel, position of a bathing platform, position of a bathing ladder, and others.
  • the one or more conditions of the drive unit 3 may be a position of the one or more propellers (steering angle), rpm of the propellers, trim angles, tilt angles, torque, consumption, position of the lower part compared to the upper part, height position, and others.
  • the surroundings may be detection of persons and/or objects around the marine vessel, depth, waves, and others.
  • control unit 23 may be configured to automatically set the drive unit 3 in a predetermined operation mode based on the detected conditions and/or surroundings.
  • the sensor may be a speed log, torque sensor, a depth sensor, proximity sensor, positioning unit, movement sensor, gate sensor, etc.
  • the one or more sensor(s) 24 may for instance be configured to detect a draught around the marine vessel 100 and based on the detected draught activates the shallow water/beach mode activating message. In another example, the one or more sensor(s) 24 may be configured to detect an obstacle and/or humans or animals around the marine vessel 100 and based on the detection activates the swim mode activating message. The one or more sensor(s) 24 may also be configured to detect obstacles and/or humans or animals in the vicinity of the one or more propellers 13a, 13b. The one or more sensors 24 are operatively connected with the control unit 23.
  • the one or more sensors 24 may be arranged on the vessel and/or on the drive unit 3.
  • the sensor 24 may be a proximity sensor, LiDAR sensor, a Sonar sensor, a speed log, a torque sensor, and/or a depth sensor.
  • the one or more sensors 24 may be a basic on/off switch, sensing or detecting if a gate to the bathing platform is opened or closed, or other mechanical parts.
  • the one or more sensors 24 is/are configured to provide the control unit 23 with feedback to what mode the control unit 23 is allowed to activate.
  • control unit 23 may be configured to issue one or more indications for indicating when the swim mode is active and thereby it is safe to swim around the drive unit 3. At least the swim mode may be associated with a green light or indication 30 arranged in connection to a bathing platform 103 of the marine vessel 100 so that it is visible for the swimmers in the water and/or onboard the marine vessel 100 that it is safe to swim around the marine vessel.
  • the control unit 23 is also configured to issue a notification that it is safe to swim around the drive unit 3 when the lower part 21 of the drive unit 3 has been rotated the position with the one or more propellers 13a, 13b at least facing forward in the position of minimum 90 degrees compared to the aft facing position of the one or more propellers 13a, 13b, and the one or more propellers 13a, 13b are locked for rotation.
  • LiDAR vessel sensors 40 or other proximity sensors configured to detect obstacles and/or humans may be arranged around the marine vessel 100 for detecting obstacles and/or humans around the marine vessel 100.
  • the LiDAR vessel sensors 40 are arranged in each corner of the marine vessel 100.
  • the LiDAR vessel sensors 40 are operatively connected with the control unit 23 so that the control unit 23 is configured to control the drive unit 3 with the additional assistance of the detection of the LiDAR vessel sensors 40.
  • the control unit 23 may also be configured to process the detected obstacles and/or humans and to present the detected obstacles and/or humans on a display for the operator or captain so that the captain is presented with real-time data about the objects around the drive unit 3.
  • the drive unit 3 may be an outboard motor.
  • the motor may be an electric motor.
  • FIGS. 6a-6g an example of rotating the lower part 21 is shown as a sequence.
  • the sequence is shown in a top view and is based on the drive unit shown in FIG. 5 .
  • the position of the lower part 21 where the first and second propellers 13a, 13b are facing aft is set as zero degrees.
  • the lower part 21 has been rotated in a clockwise direction to a position 45 degrees compared to the position of FIG. 5 .
  • FIG. 6b the lower part 21 has been rotated in the clockwise direction to a position 90 degrees compared to the position of FIG. 5 .
  • the drive unit 3 is in the swim mode position.
  • the lower part 21 has been rotated further in the clockwise direction to a position 270 degrees compared to the position of FIG. 5 .
  • the drive unit 3 is in the swim mode position.
  • the lower part 21 has been rotated further in the clockwise direction to a position 315 degrees compared to the position of FIG. 5 .
  • the lower part 21 has been rotated in the clockwise direction. In another example, it may be rotated in an anti-clockwise direction or it may be rotated in both directions.
  • the lower part 21 may be rotatably connected with the upper part 20 over 360 degrees.
  • the propellers 13a, 13b are configured to be a pulling drive, hence in normal operation they are pulling the marine vessel 100.
  • the first and second propellers 13a, 13b are arranged in front of the lower part 21 so that when rotated they will pull the lower part 21 as seen in the example in FIG. 7 .
  • the first and second propellers 13a, 13b in the normal mode of operation are facing forward against the marine vessel 100, they are being locked in a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b, when the control unit 23 obtains a swim mode activation message from the input unit 22.
  • the control unit 23 may bring the drive unit 3 to a maximum draught position.
  • the lower part 21 rotate around the axis R.
  • control unit 23 in response to obtaining a beach mode activation message from the input unit 22, has rotated the lower part 21 with the one or more propellers 13a, 13b facing aft in relation to the marine vessel 100.
  • the drive unit 3 has in the shown example been translated rearward as the same time it has been raised.
  • FIG. 9 the drive unit of FIG. 7 is still in the beach mode having the first and second propeller 13a, 13b facing aft.
  • the control unit 23 has brought the drive unit 3 to a lower draught than shown in FIG. 8 .
  • one of the predetermined operation modes may be a normal/high speed mode.
  • the control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit 3 and steering is set with limitations and no tilt capability of the drive unit 3.
  • the limitation of the trim of the drive unit 3 may be set to that the trim cannot exceed ⁇ 10 degrees, preferably ⁇ 5 degrees compared to neutral trim, and that rotation of the lower part 21 of the drive unit 3 may be limited to 30 degrees. Hereby is ensured that the driver cannot maneuver the marine vessel unintendedly.
  • one of the predetermined operation modes may be a slow speed mode in which the control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim of the drive unit 3 is free, unlimited steering up to 360 degrees in a single drive unit installation.
  • An additional drive unit may be arranged adjacent to the other drive unit whereby a twin drive unit installation is obtained.
  • the control unit 23, in the slow speed mode may be configured to rotate the lower parts 21 of drive units 3 in opposite directions so that collisions between the lower parts are avoided. This is further described in relation to FIG. 27 .
  • the control unit 23, in the slow speed mode may be configured to allow rotation of the lower parts of ⁇ 90 degrees.
  • one of the predetermined operation modes is shallow water/beach mode in which the control unit 23 is configured to control the drive unit 3, a steering unit, and/or the tilt and trim arrangement so that the trim and tilt is free, unlimited steering up to 360 degrees, preferably ⁇ 120 degrees.
  • the control unit 23, in response to obtaining a shallow water/beach mode activation message from the input unit 22, may be configured to bring the drive unit to a reduced draught mode of operation. Hence, the drive unit 3 may be moved upwards to the reduced draught position when the control unit 23 obtains the shallow water/beach mode activation message.
  • control unit 23 may be configured to issue a notification that the drive unit 3 is in the shallow water/beach mode when the lower part 21 of the drive unit 3 has been rotated the position with the one or more propellers 13a, 13b facing aft in relation to the marine vessel 100, whereby the drive unit 3 can run the marine vessel in shallow water.
  • the control unit 23 may be configured to limit the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode.
  • one of the predetermined operation modes may be a storage mode in which the control unit 23 is configured to control the drive unit, a steering unit, and/or the tilt and trim arrangement so that the drive unit 3 is trimmed and tilted out of water, and the control unit 23 is configured to ensure no thrust force and/or rotation of the one or more propellers. By ensuring that the propellers cannot turn or rotated enhanced security is obtained.
  • the control unit 23 may also be configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b facing aft in relation to the marine vessel. Hereby it is ensured that the one or more propellers is positioned above water level so that growth and fouling on the propellers are minimized.
  • control unit 23 in the storage mode may be configured to limit rotation of the lower part to ⁇ 30 degrees, preferably zero degrees, so that the propellers may be positioned with an angle, if so desired.
  • FIG. 10 is an exemplary view of a propulsion control system 1 for a marine vessel 100 according to an example.
  • the propulsion control system 1 comprises a transom bracket 2 configured to be connected with a transom 101 of the marine vessel 100, and a drive unit 3.
  • the drive unit 3 is arranged to be moved in relation to the transom bracket 2 for moving the drive unit 3 in the water and out of the water.
  • the drive unit 3 comprises an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20, the lower part 21 comprises in the present example a first propeller 13a, and a second propeller 13b.
  • the drive unit 3 is connected with the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected with the transom bracket 2 and a second pivot joint 6 connected with the drive unit 3.
  • the drive unit 3 is configured to be moved in the water and out of the water by the connecting arm 4 pivots around the first pivot joint 5 or the drive unit 3 pivots around the second pivot joint 6 or the connecting arm 4 and the drive unit 3 pivot around both pivot joints 5, 6.
  • the drive unit 3 may be moved up and down and trimmed.
  • the drive unit 3 has been moved rearwards while it has been tilted up by rotating the connecting arm 5 around the first pivot joint 5.
  • the drive unit 3 has been rotated around the second pivot joint 6 of the connecting arm 4 so that a positive trim angle A is obtained of the drive unit 3.
  • the drive unit 3 is configured to be moved by the connecting arm 4 is pivoted around the first pivot joint 5 in a clockwise direction or an anticlockwise direction independently of any pivoting of the drive unit around the second pivot joint 6.
  • the connecting arm 4 has been pivoted in an anticlockwise direction around the first pivot joint 5.
  • the drive unit 3 is configured to be moved by the drive unit is pivoted around the second pivot joint 6 in a clockwise direction or an anticlockwise direction independently of any pivoting of the connecting arm 4 around the first pivot joint 5.
  • the drive unit 3 has been pivoted in an anticlockwise direction around the second pivot joint 6.
  • the drive unit 3 is configured to be moved by the connecting arm 4 is pivoted around the first pivot joint 5 in a clockwise direction or an anticlockwise direction at the same time as the drive unit 3 is pivoted around the second pivot joint 6 in a clockwise direction or an anticlockwise direction.
  • the connecting arm 4 has pivoted in an anticlockwise direction around the first pivot joint 5 and the drive unit 3 has been pivoted in an anticlockwise direction around the second pivot joint 6.
  • the drive unit 3 may be trimmed in different trim positions by pivoting the drive unit 3 around the second pivot joint 6 and the position in the water of the drive unit may at the same time been obtained by pivoting the connecting arm 4 around the first pivot joint 5. Freedom to position the drive unit 3 in relation the transom bracket 2 is obtained. Additionally, the drive unit 3 may be moved up and down as well as translated rearwards in relation to the transom bracket 2 while maintaining an improved angle of thrust A.
  • the drive unit 3 comprises one or more propellers.
  • the drive unit 3 comprises the first propeller 13a and a second propeller 13b.
  • the first propeller 13a and the second propeller 13b are configured to push the marine vessel 100 in a forward motion of the marine vessel 100.
  • the one or more propellers are configured to pull the marine vessel 100 in a forward motion of the marine vessel.
  • the first propeller 13a and second propeller 13b have an angle of thrust A, indicated by the angle between the dotted line and the arrow in FIG. 10 .
  • the drive unit 3 has been pivoted in the anticlockwise direction around the second pivot joint 6 so that a positive trim angle and thereby angle of thrust A for the first propeller 13a and the second propeller 13b.
  • the first propeller 13a is arranged to be counter-rotating compared to the second propeller 13b.
  • the drive unit 3 may be positioned freely in relation to a transom bracket 2 and thereby the transom 101 of the marine vessel 100 both in rotation but also vertical movements as well as horizontal movements.
  • a linear actuator 7 is arranged between the connecting arm 4 and the drive unit 3.
  • the linear actuator 7 is configured to pivot the drive unit 3 around the second pivot joint 6 in either the clockwise direction or the anticlockwise direction and thereby a trim angle of the drive unit 3 and the angle of thrust may be set in relation to the circumstance.
  • the linear actuator 7 is connected with the drive unit 3 in a distance below the second pivot joint 6 and is connected with the drive unit 3 via a drive pivot joint 12 so that it is ensured that the linear actuator 7 transfer force to pivot the drive unit 3 around the second pivot joint 6.
  • the drive unit 3 has been tilted further up by rotating the connecting arm 4 around the first pivot joint 5 compared to in FIG. 10 .
  • the drive unit 3 has been rotated in anticlockwise direction around the second pivot joint 6 of the connecting arm 4 so that an improved angle of thrust A of the first propeller 13a and the second propeller 13b is obtained even though the drive unit 3 has been raised to a positon being higher than a bottom 102 of the marine vessel 100.
  • the drive unit 3 may be trimmed to an optimum position irrespective of the operating in shallow waters since the bottom 102 of the marine vessel 100 is protecting the drive unit 3 and its propellers against impact.
  • the connecting arm 4 in FIG. 11 has been pivoted further around the first pivot joint 5 in an anticlockwise direction thereby tilting the drive unit 3 upwards.
  • the connecting arm 4 is configured to be pivoted around the first pivot point 5 in maximum 200 degrees, preferably maximum 180 degrees.
  • the drive unit 3 may also be positioned so that it is raised out of the water in a parked/storage position, when not in use, for instance when the marine vessel 100 is in the harbor or at the beach.
  • the drive unit 3 is positioned in neutral trim.
  • the drive unit 3 is positioned in its low position where the connecting arm has been pivoted around the first pivot joint 5 in a clockwise direction.
  • the drive unit 3 has been pivoted around the second pivot joint 6 of the connecting arm so as to be in a neutral trim where the angle of thrust of the first propeller 13a and the second propeller 13b are zero.
  • FIGS. 12-15 an example is shown, where a number of linear actuators 7 are arranged.
  • Two linear actuators 7 are arranged adjacent to each other and are connected with the connecting arm 4 at one end and is configured to be connected with the drive unit in the opposite end.
  • the linear actuators 7 may be hydraulic cylinders.
  • the linear actuators 7 may be arranged to pivot the drive unit around the second pivot joint 6 by extracting the cylinders or retracting the cylinders.
  • the linear actuators 7 is part of the trim and tilt arrangement.
  • the connecting arm 4 is not pivoted around the first pivot joint 5 whereby the connecting arm 4 is positioned along the transom bracket 2.
  • FIG. 12 the connecting arm 4 is not pivoted around the first pivot joint 5 whereby the connecting arm 4 is positioned along the transom bracket 2.
  • the connecting arm 4 has been pivoted in an anticlockwise direction around the first pivot joint 5 whereby the connecting arm 4 is projecting from the transom bracket 2.
  • an additional linear actuator 7' is connected with the connecting arm 4 at one end and at the opposite end to the transom bracket 2.
  • the linear actuator 7' is arranged to pivot the connecting arm 4 around the first pivot joint 5 by extracting the cylinder or retracting the cylinder.
  • the cylinder has been extracted so that the connecting arm 4 is rotated in the anticlockwise direction.
  • the additional linear actuator 7' is assisting in raising and lowering the connecting arm 4 and thereby the drive unit.
  • the connecting arm 4 may have two parts spaced apart so that the additional linear actuator 7' may be arranged in the space between the two parts.
  • the first pivot joint 5 may be hollow.
  • FIG. 15 the example is shown in a side view.
  • the linear actuators 7 may be longer than the additional linear actuator 7'.
  • a hydraulic system may be arranged for powering the linear actuator(s).
  • the hydraulic system may be arranged in the drive unit or at the marine vessel.
  • a rotation motor is arranged in connection with the first pivot joint.
  • the rotation motor is configured to rotate the connecting arm around the first pivot joint in a clockwise and anticlockwise direction.
  • a rotation motor may also be arranged in connection with the second pivot joint.
  • the rotation motor is configured to rotate the drive unit around the second pivot joint in a clockwise and anticlockwise direction.
  • the rotation motor may be part of the trim and tilt arrangement.
  • FIG. 16 another example is shown.
  • a gearing unit 8 is arranged in the first pivot joint 5 and a motor or a step motor 9 is arranged for powering the gearing unit 8.
  • the gearing unit 8 may have different designs and may be a planetary gearing unit.
  • the gearing unit 8 together with the step motor is configured to rotate the connecting arm 4 around the first pivot joint 5 in a clockwise and anticlockwise direction.
  • a gearing unit may also be arranged in the second pivot joint and a motor or a step motor may be arranged for powering the gearing unit.
  • the gearing unit together with the step motor may be configured to rotate the drive unit around the second pivot joint 6 in a clockwise and anticlockwise direction.
  • two linear actuators 7 are arranged between the connecting arm 4 and the drive unit for rotating the drive unit around the second pivot joint 6.
  • FIG. 17 a side view of the gearing unit 8 arranged in connection with the first pivot joint 8 is shown.
  • FIGS. 18-19 another example is shown where a slew drive 11 in arranged in connection with first pivot joint 5 for rotating the connecting arm 4 around the first pivot joint in the clockwise and anticlockwise directions.
  • Two linear actuators 7 are arranged between the connecting arm 4 and the drive unit for rotating the drive unit around the second pivot joint 6.
  • FIG. 20 another example is shown a double gearing unit or a double planetary gearing unit 10 is arranged with individual step motors 9 in connection with the pivot joints 5, 6.
  • the double gearing unit or double planetary gearing unit may be powered by a step motor.
  • a hydraulic radial piston motor may be arranged in the second pivot joint.
  • the propulsion control system may further comprise a kick up function.
  • the marine propulsion control system may comprise two or more drive units 3, each drive unit 3 comprises an upper part 20 and a lower part 21, the upper part 20 being pivotable in relation to the marine vessel 100 and the lower part 21 is rotatably connected with the upper part 20, the lower part 21 comprises one or more propellers 13a, 13b.
  • the control unit 23 in response to obtaining a swim mode activation message from the input unit 22, is configured to rotate the lower part 21 to a position with the one or more propellers 13a, 13b at least facing forward in a position of minimum 90 degrees compared to an aft facing position of the one or more propellers 13a, 13b.
  • the control unit 23 may rotate each lower part 21 in the same direction or in opposite directions.
  • the propulsion control system may further comprises two or more transom brackets 2 configured to be connected with the transom of the marine vessel, and two or more drive units 3, each drive unit 3 is arranged to be moved in relation to the transom bracket 2 to move the drive unit 3 in the water and out of the water, each drive unit 3 is connected with the transom bracket 2 via a connecting arm 4 having a first pivot joint 5 connected with the transom bracket 2 and a second pivot joint 6 connected with the drive unit 3.
  • control unit 23 may be operatively connected with the first pivot joint, the second pivot j oint, the linear actuator, the rotation motor, the electric motor, the hydraulic system and/or the step motor.
  • FIG. 21 is another view of an example.
  • FIG. 21 shows a marine propulsion control system 1 for a marine vessel 100, comprising a drive unit 3 being connected with the marine vessel, the drive unit 3 comprises an upper part 20 being pivotable connected with the marine vessel and a lower part 21 having one or more propellers 13a, 13b providing a thrust force, the lower part 21 is rotatable in relation to the upper part 20, an input unit 22 configured to obtain an activation message indicative of an operation mode for the drive unit 3, a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22, wherein the control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13a, 13b is/are facing forward in a
  • the marine propulsion control system 1 comprising a tilt and trim arrangement 50
  • the control unit 23 is operatively connected with the tilt and trim arrangement 50.
  • An indication 30 may be arranged in connection to a bathing platform 103 of the marine vessel 100 so that it is visible for the swimmers in the water and/or onboard the marine vessel 100 that it is safe to swim around the marine vessel 100.
  • the lower part 21 is rotatably connected with the upper part 20 whereby the marine vessel may be maneuvered and steered by the lower part 21 is rotated.
  • the marine propulsion control system 1 is arranged on the marine vessel 100.
  • the drive unit 3 is a pushing drive unit wherein the propellers are adapted to push the marine vessel 100 under normal operation mode.
  • the control unit 23 obtains the activation message from the input unit 22, to place the drive unit in the swim mode of operation the control unit 23 controls the drive unit 3 so that the lower part 21 of the drive unit 3 is rotated to a position wherein the one or more propellers 13a, 13b are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers as shown in FIG. 23 .
  • the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 22 .
  • the lower part 21 is rotated about the rotation axis R.
  • the marine propulsion control system 1 is positioned in the shallow water/beach mode after the control unit 23 has obtained the activation message from the input unit 21.
  • the drive unit 3 has been raised to a reduced draught and is translated backwards as described above.
  • a steering unit 30 is arranged at the input unit 21.
  • the steering unit 30 may be a steering actuator, steering wheel, a joystick or similar for steering and maneuvering the marine vessel.
  • the marine propulsion control system 1 is arranged on the marine vessel 100.
  • the drive unit 3 is a pulling drive unit 3 wherein the propellers are adapted to pull the marine vessel 100 under normal operation mode.
  • the lower part 21 is arranged in the position enabling the swim mode.
  • the control unit 23 obtains the activation message from the input unit 22, to place the drive unit in the shallow water/beach mode of operation, the control unit 23 controls the drive unit 3 so that the lower part 21 of the drive unit 3 is rotated to a position wherein the one or more propellers 13a, 13b are facing rearward compared to a forward facing position of the one or more propellers as shown in FIG. 25 .
  • the lower part 21 of the drive unit has been rotated 180 degrees compared to the position in FIG. 25 so that the propellers are facing rearward or aft.
  • the lower part 21 is rotated about the rotation axis R.
  • a marine propulsion control system 1 is shown in a top view.
  • the marine propulsion control system 1 comprises a first drive unit 3 and a second drive unit 3 arranged adjacent to each other with a distance between them.
  • Each drive unit 3 has an upper part b20 and a lower part 21.
  • the lower part is rotatably connected to the upper part.
  • the control unit 23 is configured to rotate the lower parts 21 of drive units 3 in opposite directions so that collisions between the lower parts 21 are avoided.
  • a marine propulsion control system 1 for a marine vessel 100 is shown.
  • the marine propulsion control system 1 comprises a drive unit 3 being connected with the marine vessel, the drive unit 3 comprises an upper part 20 being pivotable connected with the marine vessel and a lower part 21 having one or more propellers 13 providing a thrust force, the lower part 21 is rotatable in relation to the upper part 20 around a rotation axis R, an input unit 22 is configured to obtain an activation message indicative of an operation mode for the drive unit 3, a control unit 23 being operatively connected with the drive unit 3 and the input unit 22, the control unit 23 is configured to control the drive unit 3 on basis of the activation message obtained from the input unit 22, wherein the control unit 23, based on at least the activation message, is configured to control the drive unit 3 within different predetermined operation modes, wherein one of the predetermined operation modes is a swim mode in which the control unit 23 is configured to rotate the lower part 21 of the drive unit 3 so that the one or more propellers 13 is/are facing forward in a position
  • the disclosure also relates to a marine vessel 100 comprising a marine propulsion control system 1 as disclosed above.
  • the marine vessel 100 may further comprise a bathing platform 103 and/or a transom 101.
  • FIG. 29 shows a schematic flow chart of the method of controlling a marine propulsion system 1 as described above.
  • a marine propulsion control system is provided on a marine vessel.
  • an activation message indicative of a predetermined operation mode for the drive unit is obtained.
  • the drive unit is controlled on basis of the activation message.
  • a swim mode activation message is obtained.
  • the lower part of the drive unit is rotated, in response to obtaining the swim mode activation message, so that the one or more propellers is/are facing forward in a position of minimum 90 degrees compared to a rearward facing position of the one or more propellers.
  • the activation message is activated by an operator or captain and/or is an automatically generated activation message.
  • the method of controlling a marine propulsion system 1 may further comprising obtaining a normal/high speed mode activation massage, setting, in response to obtaining the normal/high speed mode activation message, limitations to the trim of the drive unit and steering, and setting no tilt capability of the drive unit.
  • the limitation may be that the trim of the drive unit cannot exceed ⁇ 10 degrees, preferably ⁇ 5 degrees compared to neutral trim, and that rotation of the lower part of the drive unit is limited to 30 degrees.
  • the method of controlling a marine propulsion system 1 may further comprise obtaining a slow speed mode activation message, setting, in response to obtaining the slow speed mode activation message, the trim of the drive unit free, and providing unlimited steering up to 360 degrees of the drive unit.
  • the method of controlling a marine propulsion system 1 may further comprises obtaining a shallow water/beach mode activation message, setting, in response to obtaining the shallow water/beach activation message, the trim and tilt is free, and providing unlimited steering up to 360 degrees, preferably ⁇ 120 degrees.
  • a step of limiting the thrust force of the propellers so that a limited speed only is allowed in the shallow water/beach mode may be provided.
  • a further step of bringing the drive unit to a reduced draught operation mode may be provided.
  • a step of rotating the lower part to a position with the one or more propellers facing aft in relation to the marine vessel may be provided.
  • the method of controlling a marine propulsion system 1 may further comprises obtaining a storage mode activation message, moving, in response to obtaining the storage mode activation message, the drive unit out of water, and ensuring no thrust force and/or rotation of the one or more propellers. Moreover, a step of rotating the lower part to a position with the one or more propellers facing aft in relation to the marine vessel may be provided.
  • Relative terms such as “below” or “above” or “upper” or “lower” or “horizontal” or “vertical” may be used herein to describe a relationship of one element to another element as illustrated in the Figures. It will be understood that these terms and those discussed above are intended to encompass different orientations of the device in addition to the orientation depicted in the Figures. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Toys (AREA)

Claims (15)

  1. Système de commande de propulsion marine (1) pour un navire (100), comprenant une unité d'entraînement (3) adaptée pour être reliée au navire, l'unité d'entraînement (3) comprend une partie supérieure (20) pivotante reliée au navire et une partie inférieure (21) comportant une ou plusieurs hélices (13a, 13b) fournissant une force de poussée, la partie inférieure (21) est rotative par rapport à la partie supérieure (20),
    une unité d'entrée (22) configurée pour obtenir un message d'activation indiquant un mode de fonctionnement de l'unité d'entraînement (3),
    une unité de commande (23) reliée de manière opérationnelle à l'unité d'entraînement (3) et à l'unité d'entrée (22), l'unité de commande (23) est configurée pour commander l'unité d'entraînement (3) sur la base du message d'activation obtenu de l'unité d'entrée (22),
    dans lequel l'unité de commande (23), sur la base d'au moins le message d'activation, est configurée pour commander l'unité d'entraînement (3) dans différents modes de fonctionnement prédéterminés,
    dans lequel l'un des modes de fonctionnement prédéterminés est un mode de nage dans lequel l'unité de commande (23) est configurée pour faire pivoter la partie inférieure (21) de l'unité d'entraînement (3) de sorte que les une ou plusieurs hélices (13a, 13b) soient orientées vers l'avant dans une position d'au moins 90 degrés par rapport à une position orientée vers l'arrière des une ou plusieurs hélices (13a, 13b),
    dans lequel l'unité de commande (23) est configurée pour garantir l'absence de force de poussée et/ou de rotation des une ou plusieurs hélices (13a, 13b) dans le mode nage.
  2. Système de commande de propulsion marine (1) selon la revendication 1, comprenant en outre un agencement d'inclinaison et d'équilibrage (7, 50), l'unité de commande (23) étant reliée de manière opérationnelle à l'agencement d'inclinaison et d'équilibrage.
  3. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 et 2, dans lequel le message d'activation est activé par un opérateur ou un capitaine et/ou est un message d'activation généré automatiquement.
  4. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 3, dans lequel le message d'activation généré automatiquement consiste en des données de capteur obtenues à partir d'un ou de plusieurs capteurs (24).
  5. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 4, comprenant en outre
    un ou plusieurs capteurs (24), les un ou plusieurs capteurs (24) étant configurés pour détecter une ou plusieurs conditions du navire, de l'unité d'entraînement et/ou d'un environnement du navire.
  6. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 5, dans lequel l'un des modes de fonctionnement prédéterminés est un mode de vitesse normale/à grande vitesse dans lequel l'unité de commande (23) est configurée pour commander l'unité d'entraînement (3), une unité de gouverne (30) et/ou l'agencement d'inclinaison et d'équilibrage de sorte que l'équilibrage de l'unité d'entraînement et la gouverne soient réglées avec des limitations et sans capacité d'inclinaison de l'unité d'entraînement.
  7. Système de commande de propulsion marine (1) selon la revendication 6, dans lequel la limitation est que l'équilibrage de l'unité d'entraînement (3) ne peut pas dépasser ±10 degrés, de préférence ±5 degrés par rapport à l'équilibrage neutre, et que la rotation de la partie inférieure (21) de l'unité d'entraînement (3) est limitée à 30 degrés.
  8. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 7, dans lequel l'un des modes de fonctionnement prédéterminés est un mode de vitesse lente dans lequel l'unité de commande (23) est configurée pour commander l'unité d'entraînement (3), une unité de gouverne (30) et/ou l'agencement d'inclinaison et d'équilibrage de sorte que l'équilibrage de l'unité d'entraînement soit une gouverne libre, illimitée, jusqu'à 360 degrés.
  9. Système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 8, dans lequel l'un des modes de fonctionnement prédéterminés est le mode en eau peu profonde/plage dans lequel l'unité de commande (23) est configurée pour commander l'unité d'entraînement (3), une unité de gouverne et/ou l'agencement d'inclinaison et d'équilibrage de sorte que l'équilibrage et l'inclinaison soient une gouverne libre, illimitée jusqu'à 360 degrés, de préférence ±120 degrés.
  10. Système de commande de propulsion marine (1) selon la revendication 9, dans lequel l'unité de commande (23) est configurée pour faire pivoter la partie inférieure (21) jusqu'à une position où les une ou plusieurs hélices (13a, 13b) sont tournées vers l'arrière par rapport au navire.
  11. Système de commande de propulsion marine (1) selon l'une quelconque des revendications précédentes, dans lequel l'un des modes de fonctionnement prédéterminés est un mode de stockage dans lequel l'unité de commande (23) est configurée pour commander l'unité d'entraînement (3), une unité de gouverne, et/ou l'agencement d'inclinaison et d'équilibrage de sorte que l'unité d'entraînement soit équilibrée et inclinée hors de l'eau, et l'unité de commande est configurée pour assurer l'absence de force de poussée et/ou de rotation des une ou plusieurs hélices (13a, 13b).
  12. Système de commande de propulsion marine (1) selon la revendication 11, dans lequel l'unité de commande (23) est configurée pour faire pivoter la partie inférieure (21) jusqu'à une position où les une ou plusieurs hélices (13a, 13b) sont orientées vers l'arrière par rapport au navire.
  13. Navire (100) comprenant un système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 12.
  14. Procédé de fonctionnement d'un système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 12, comprenant
    - la fourniture d'un système de commande de propulsion marine (1) selon l'une quelconque des revendications 1 à 12, sur un navire (100),
    - l'obtention d'un message d'activation indiquant un mode de fonctionnement prédéterminé pour l'unité d'entraînement (3),
    - la commande de l'unité d'entraînement (3) sur la base du message d'activation,
    - l'obtention d'un message d'activation du mode nage,
    - la rotation, en réponse à l'obtention du message d'activation du mode nage, de la partie inférieure de l'unité d'entraînement de sorte que les une ou plusieurs hélices soient orientées vers l'avant dans une position d'au moins 90 degrés par rapport à une position orientée vers l'arrière des une ou plusieurs hélices,
    - le fait de garantir l'absence de force de poussée et/ou de rotation des une ou plusieurs hélices en mode nage.
  15. Procédé selon la revendication 14, comprenant en outre
    l'obtention d'un message d'activation du mode de vitesse normale/à grande vitesse,
    la définition, en réponse à l'obtention du message d'activation du mode de vitesse normale/à grande vitesse, de limitations de l'équilibrage de l'unité d'entraînement et de la gouverne, et la définition d'une absence de capacité d'inclinaison de l'unité d'entraînement.
EP23219259.1A 2023-09-01 2023-12-21 Système de commande de propulsion marine Active EP4574645B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP23219259.1A EP4574645B1 (fr) 2023-12-21 2023-12-21 Système de commande de propulsion marine
JP2024146578A JP2025036309A (ja) 2023-09-01 2024-08-28 船舶推進制御システム
US18/817,684 US20250074566A1 (en) 2023-09-01 2024-08-28 Marine propulsion control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP23219259.1A EP4574645B1 (fr) 2023-12-21 2023-12-21 Système de commande de propulsion marine

Publications (2)

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EP4574645B1 true EP4574645B1 (fr) 2026-01-28

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Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2335597A (en) * 1942-08-06 1943-11-30 Murray & Tregurtha Inc Outboard propeller mechanism for barges, scows, etc.
FR1054252A (fr) * 1951-12-19 1954-02-09 Perfectionnements apportés aux groupes moteurs marins du type hors-bord
US8622777B1 (en) * 2011-06-09 2014-01-07 Brunswick Corporation Systems and methods for controlling trim and maneuvering a marine vessel
US20210114703A1 (en) * 2019-10-21 2021-04-22 Steering Solutions Ip Holding Corporation Electric steering assembly for marine craft auxiliary outboard motor

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