CN113148088A

CN113148088A - Drifting ship

Info

Publication number: CN113148088A
Application number: CN202110479874.XA
Authority: CN
Inventors: 潘英立
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-04-30
Filing date: 2021-04-30
Publication date: 2021-07-23
Anticipated expiration: 2041-04-30
Also published as: CN113148088B

Abstract

The invention discloses a drifting ship, which comprises a ship body and propellers for pushing the ship body to sail, wherein the propellers are arranged at the bottom of the ship body and are arranged in pairs; each pair of propellers comprises two propellers symmetrically distributed on two sides of the axis of the ship body, the propellers can deflect +/-alpha relative to the installation position, and the alpha value is 30-60 degrees; when the deflection angle of the propeller is alpha, the propeller can simultaneously generate thrust for pushing the ship body to move forward and upward acting force for supporting the ship body; when the deflection angle of the propeller is-alpha, the propeller can simultaneously generate thrust for pushing the ship body to retreat and upward acting force for supporting the ship body. Therefore, the propeller is arranged at the bottom of the ship and can deflect +/-alpha relative to the installation position, the grabbing force of the propeller can be increased by utilizing the buoyancy of water, the influence of water flow on the propeller is effectively reduced, and the limit value of the speed increasing of the ship is increased.

Description

Drifting ship

Technical Field

The invention relates to a ship, in particular to a drifting ship.

Background

In the existing ship, a propeller is generally installed at the stern. Therefore, when the ship is propelled by the propeller to navigate in the water body (sea or river), the navigation speed of the ship is difficult to increase after the limit speed is reached in view of the influence of the water flow on the propeller.

Disclosure of Invention

The invention provides a drifting ship aiming at the defects of the prior art. The aircraft has flexible maneuvering performance, and can reduce or even eliminate the influence of water flow on the propeller to a great extent, thereby effectively improving the navigational speed.

In order to achieve the technical purpose, the invention adopts the following technical scheme:

a drifting ship comprises a ship body and propellers for pushing the ship body to sail, wherein the propellers are arranged at the bottom of the ship body and are arranged in pairs; each pair of propellers comprises two propellers symmetrically distributed on two sides of the axis of the ship body, the propellers can deflect +/-alpha relative to the installation position, and the alpha value is 30-60 degrees;

when the deflection angle of the propeller is alpha, the propeller can simultaneously generate thrust for pushing the ship body to move forward and upward acting force for supporting the ship body;

when the deflection angle of the propeller is-alpha, the propeller can simultaneously generate thrust for pushing the ship body to retreat and upward acting force for supporting the ship body.

Preferably, the pair of propellers arranged close to the bow are bow propellers, the propellers arranged close to the stern are stern propellers, and the bow propellers and the stern propellers are both connected with the power output end of the engine through the universal assembly of the ship propellers; the marine propeller universal assembly is integrated with a bidirectional steering function and a front-rear propelling function at the same time;

when the ship body sails and turns, the two bow propellers/stern propellers arranged in pairs realize unidirectional turning with opposite turning directions through the ship propeller universal assemblies respectively corresponding to the two bow propellers/stern propellers;

when the ship body moves forwards or backwards, the two bow propellers/stern propellers arranged in pairs deflect +/-alpha through the ship propeller universal assemblies respectively corresponding to the two bow propellers/stern propellers.

Preferably, the bottom of the ship body between the bow propeller and the stern propeller is also provided with a propeller, and the propellers arranged between the bow propeller and the stern propeller are both middle propellers; the middle propeller is connected with the power output end of the engine through the front and rear propelling assembly.

Preferably, the middle propellers respectively comprise a middle propeller blade mounting seat and a middle propeller blade arranged on the middle propeller blade mounting seat; the front and rear propelling assembly is arranged in a placing cabin arranged at the bottom of the ship body and comprises a T-shaped frame;

the T-shaped frame comprises a rotatable circular pipe a arranged along the transverse direction of the ship body and a circular pipe b arranged along the vertical direction of the ship body;

two ends of the circular tube a are respectively connected with the placing cabin through a connecting shaft a in a positioning manner, one end of the circular tube b is fixedly installed at the middle position of the circular tube a, and the other end of the circular tube b is provided with the middle spiral blade installing seat; the middle rotating shaft is arranged in the circular pipe b and is positioned and supported by the circular pipe b, one end of the middle driving shaft is connected with the power output end b of the engine, and the other end of the middle driving shaft penetrates through the circular pipe b and is connected with the middle propeller blade;

the arrangement cabin is provided with limiting parts, namely a first limiting part and a second limiting part, on two sides of the circular pipe a;

the rotary motion of the circular tube a is matched with the limiting action of the first limiting part and the second limiting part, so that the middle propeller can deflect +/-alpha relative to the rotation center of the circular tube a.

Preferably, the bow propeller and the stern propeller both comprise a spiral blade mounting seat and spiral blades arranged on the spiral blade mounting seat; the universal assembly of marine screw install in the arrangement cabin that bow/stern bottom set up, including universal rotating shaft and semicircular box, wherein:

the universal rotating shaft is rotatably arranged along the transverse direction of the ship body and is connected with the accommodating cabin through a transmission shaft b, a driving main shaft is arranged in the universal rotating shaft along the axis direction, and an accommodating part for installing the box-type box is arranged in the middle of the wall surface of the universal rotating shaft;

the box-type box is transversely arranged at the bottom of the ship body and comprises a planar chassis and an outer convex cambered surface-shaped mounting seat protruding on the planar chassis; the outer convex arc surface-shaped mounting seat is provided with a guide sliding chute at the top along the arc extending direction; an inner self-closing valve is arranged on the inner side of the guide chute, and an outer self-closing valve is arranged on the outer side of the guide chute; the shape of the inner self-closing valve and the outer self-closing valve is similar to that of the guide sliding chute, and the arc length of the inner self-closing valve and the outer self-closing valve is greater than that of the guide sliding chute;

a lateral rotating shaft is arranged in the box-type box along the axis, and two support arms are respectively arranged at two sides of the lateral rotating shaft and are respectively a first support arm and a second support arm;

the mounting part is provided with a molded surface matched with the planar chassis, and is provided with a second strip-shaped mounting groove, a first strip-shaped mounting groove and a rotating shaft strip-shaped mounting groove at positions corresponding to the first bracket arm, the second bracket arm and the side rotating shaft respectively; the second strip-shaped mounting groove, the first strip-shaped mounting groove and the rotating shaft strip-shaped mounting groove are arranged in parallel, and the groove body extending direction of the second strip-shaped mounting groove, the first strip-shaped mounting groove and the rotating shaft strip-shaped mounting groove is parallel to the axis of the universal rotating shaft;

one end of each of the first support arm and the second support arm penetrates through the inner self-closing valve and the guide chute in sequence and then is connected with the outer self-closing valve, and the other end of each of the first support arm and the second support arm is connected with the corresponding second strip-shaped mounting groove and the corresponding first strip-shaped mounting groove in a positioning mode;

one end of the side rotating shaft penetrates through the inner self-closing valve, the guide chute, the outer self-closing valve, the bottom basin and the spiral blade mounting seat in sequence and then is connected with the spiral blade, and the other end of the side rotating shaft penetrates through the strip-shaped mounting groove of the rotating shaft and then is connected with the driving main shaft through a universal coupling;

the thrust direction of the fore propeller/the stern propeller can be changed by rotating the universal rotating shaft, so that the ship body is promoted to move forwards/backwards;

through the limit of the guide sliding groove, the bow propeller/the stern propeller can deflect relative to the installation position of the side rotating shaft on the universal rotating shaft, and the steering of the ship body is realized.

Preferably, said angle α is preferably 45 °.

Preferably, the placing cabin comprises a placing cabin body; the arrangement cabin body is provided with a supporting block in the middle position, a transverse ship direction supporting part is arranged on the supporting block along the transverse ship direction of the ship body, and the arrangement cabin body is divided into two parts through the transverse ship direction supporting part, namely an arrangement cabin A side and an arrangement cabin B side;

the supporting block is provided with a first limiting surface at one side corresponding to the side A of the accommodating cabin, and a second limiting surface at one side corresponding to the side B of the accommodating cabin; the first limiting surface is the first limiting part, and the second limiting surface is the second limiting part;

when the fore-and-aft propulsion assembly is installed in the setting cabin, the circular pipe a is positioned and supported on the cross ship-direction supporting part through a bearing a; when the middle propeller can deflect an angle alpha relative to the rotation center of the circular pipe a, the propeller blade of the middle propeller is positioned in the side of the accommodating cabin A; when the middle propeller can deflect an angle-alpha relative to the rotation center of the circular pipe a, the propeller blade of the middle propeller is positioned in the side B of the accommodating cabin;

when the marine propeller universal assembly is installed in the installation cabin, the universal rotating shaft is positioned and supported on the transverse ship-direction supporting part through the bearing b; when the propeller can deflect an angle alpha relative to the rotation center of the universal rotating shaft, the propeller blade of the middle propeller is positioned in the side A of the accommodating cabin; when the propeller can be deflected by an angle-alpha with respect to the center of rotation of the universal swivel shaft, the propeller blades of the propeller are in the side of the accommodation chamber B.

According to the technical scheme, compared with the prior art, the invention has the following beneficial effects:

according to the drifting ship, the propeller is arranged at the bottom of the ship and can deflect +/-alpha relative to the installation position, the grabbing force of the propeller can be increased by utilizing the buoyancy of water, the influence of water flow on the propeller is effectively reduced, and the limit value of the speed increasing of the ship is increased.

Drawings

FIG. 1 is a schematic view of the structure of a drifting vessel according to the present invention;

FIG. 2 is a side view of the drifting boat of the present invention;

FIG. 3 is a schematic structural view of a fore and aft propulsion assembly of the drifting vessel of the present invention;

FIG. 4 is a schematic view of the forward and aft propulsion assemblies of the drifting vessel of the present invention in another orientation;

FIG. 5 is a schematic structural view of the gimbal assembly of the drifting vessel of the present invention;

FIG. 6 is a schematic structural diagram of a universal rotating shaft in the universal assembly of the drifting ship;

FIG. 7 is a schematic view of the gimbal assembly of the drifting vessel of the present invention in another orientation;

FIG. 8 is a schematic view of the internal structure of the gimbal assembly of the drifting ship of the present invention (with self-closing valves installed);

FIG. 9 is a schematic view of a seal structure of the drift vessel of the present invention at the universal bearing mounting location;

fig. 10 is a schematic view of the structure of a settling tank of the drifting ship of the present invention;

11a-c are schematic structural views of the fore and aft propulsion assembly of the drifting ship in the accommodation compartment;

FIG. 12a is a schematic view of a propeller blade according to the present invention; FIG. 12b is a schematic view of another embodiment of the propeller blade of the present invention;

FIG. 13 is a schematic cross-sectional area comparing structure of a drifting ship of the present invention with a conventional ship;

FIG. 14 is a schematic view of the structure of the drifting ship of the present invention in double-headed steering;

in fig. 1 to 14: 1-side up chord edge; 2-side bottom of the ship; 3-bow; 4-stern upper chord edge; 5-bottom of stern; 6-an engine; 7-a rotating shaft; 8-propeller axis; 9-marine propeller universal assembly; 9-1, a connecting shaft; 10-a propeller blade; 11-a propeller arrangement cabin; 12-bow accommodation compartment; 13-a stern accommodation compartment; 14-1, connecting shaft a; 14-2 and a connecting shaft b; 15-1, bearing a; 15-2, bearing b; 16-circular tube a; 17-bottom of the ship; 18-a drive spindle; 19-a mounting seat; 20-circular tube b; 21-a mounting portion for the forward and rearward propulsion assembly; 22-a first stopper; 23-a second stopper; 24-semicircular box-type box; 25-1, arranging a cabin body; 25-2, transverse ship-direction supporting brackets; 25-3, arranging the side A of the cabin; 25-4, a first limiting surface; 25-5, supporting blocks; 25-6, blank part; 25-7, a second limiting surface; 25-8, arranging the side B of the cabin; 25-9, installing shaft holes in the transverse ship direction; 26-a coupling; OB is a first limit position of the front and rear propulsion assemblies; OC is a second limit position of the front and rear propulsion assemblies; 27-universal rotating shaft; 28-first bracket arm; 29-a second support arm; 30-a first bar-shaped mounting groove; 31-a rotating shaft strip-shaped mounting groove; 32-a second strip-shaped mounting groove; 33-lateral rotation axis; 35-pivot mounting points; 37-bottom pot; 38-a first internal self-closing valve; 39-second internal self-closing valve; 40-a third internal self-closing valve; 41-first strut point; 42-second strut point; 45-a first hydraulic controller; 46-a second hydraulic controller; 47-external self-closing valve; 48-internal self-closing valve.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. The relative arrangement of the components and steps, expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may also be oriented in other different ways (rotated 90 degrees or at other orientations).

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In addition, for the purpose of convenience of description, the vertical direction, the transverse direction and the longitudinal direction are perpendicular to each other, and the two directions in the vertical direction are up and down directions respectively.

As shown in fig. 1 to 14, the present invention discloses a drifting ship, comprising a hull and propellers for propelling the hull to sail, the propellers being arranged at the bottom of the hull and arranged in pairs; each pair of propellers comprises two propellers symmetrically distributed on two sides of the axis of the ship body, the propellers can deflect +/-alpha relative to the installation position, the alpha value is 30-60 degrees, and the priority is 45 degrees, so that when the deflection angle of the propellers is alpha, the propellers can simultaneously generate thrust for pushing the ship body to move ahead and upward acting force for supporting the ship body; when the deflection angle of the propeller is-alpha, the thrust for pushing the ship body to retreat and the upward acting force for supporting the ship body can be generated simultaneously, and preferably, when the alpha is 45 degrees, the influence of water flow on the propeller can be reduced more excellently, so that the limit value of the speed increasing of the ship is increased.

Among the propellers arranged at the bottom of the ship body, the pair of propellers arranged close to the bow are bow propellers, the propeller arranged close to the stern is a stern propeller, when the ship body is large, the bottom of the ship body between the bow propeller and the stern propeller is also provided with a propeller, and the propellers arranged between the bow propeller and the stern propeller are both middle propellers.

The bow propeller and the stern propeller are connected with the power output end of the engine through the universal propeller assembly for the ship; the universal assembly of the marine propeller is simultaneously integrated with a bidirectional steering function and a front-back propelling function. The middle propeller is connected with the power output end of the engine through the front and back propelling assembly, namely the middle propeller only provides front and back propelling power of the ship body without having a steering function. When the ship body is sailed and steered, in view of the fact that the universal ship propeller assemblies have the bidirectional steering function, the two paired ship head propellers/stern propellers can achieve unidirectional steering with opposite steering directions through the corresponding universal ship propeller assemblies, in other words, if the left ship head propeller/stern propeller of the paired ship head propellers/stern propellers achieves leftward steering, the right ship head propeller/stern propeller of the right ship head propeller/stern propeller achieves rightward steering, and the two propellers are combined to achieve bidirectional steering of the ship body together, so that the ship body has the bidirectional steering function. When the ship body moves forwards or backwards, in view of the forward and backward propelling function of the universal ship propeller assembly, the two ship head propellers/ship tail propellers arranged in pairs are deflected by +/-alpha through the corresponding universal ship propeller assemblies respectively, so that the thrust for pushing the ship body to move forwards or backwards and the upward acting force for supporting the ship body are generated simultaneously.

However, when the middle propeller is not arranged at the bottom of the ship, as shown in fig. 14, the universal assembly of the marine propeller is a steering structure integrating two functions of bidirectional steering and forward and backward propulsion, and a single forward and backward propulsion assembly is not required to be configured for installing the middle propeller. The marine propeller universal assembly can be simplified into a one-way steering assembly and a front and rear propelling assembly according to the design of a steamship and the requirement of the installation position of the propeller. The unidirectional steering assembly needs to be arranged in pairs to have a complete steering function.

As shown in fig. 3-5, the front and rear propulsion assemblies are installed in a mounting cabin arranged at the bottom of the ship body and comprise a T-shaped frame; the middle propellers respectively comprise middle helical blade mounting seats and middle helical blades arranged on the middle helical blade mounting seats.

The T-shaped frame comprises a rotatable circular pipe a arranged along the transverse direction of the ship body and a circular pipe b arranged along the vertical direction of the ship body; two ends of the circular tube a are respectively connected with the placing cabin through a connecting shaft a in a positioning manner, one end of the circular tube b is fixedly installed at the middle position of the circular tube a, and the other end of the circular tube b is provided with the middle spiral blade installing seat; the middle rotating shaft is arranged in the circular pipe b and is positioned and supported by the circular pipe b, one end of the middle driving shaft is connected with the power output end b of the engine, and the other end of the middle driving shaft penetrates through the circular pipe b and is connected with the middle propeller blade; the arrangement cabin is provided with limiting parts, namely a first limiting part and a second limiting part, on two sides of the circular pipe a; the rotary motion of the circular tube a is matched with the limiting action of the first limiting part and the second limiting part, so that the middle propeller can deflect +/-alpha relative to the rotation center of the circular tube a.

As shown in fig. 6-12, the universal assembly of the marine propeller is installed in a setting cabin arranged at the bottom of the hull (at the corresponding position of the bow/stern), and includes a universal rotating shaft and a semicircular box-type box, and the bow propeller and the stern propeller each include a screw blade mounting seat and screw blades arranged on the screw blade mounting seat; wherein:

The arrangement cabin, as shown in fig. 10 and 11, comprises a cabin body; the arrangement cabin body is provided with a supporting block in the middle position, a transverse ship direction supporting part is arranged on the supporting block along the transverse ship direction of the ship body, and the arrangement cabin body is divided into two parts through the transverse ship direction supporting part, namely an arrangement cabin A side and an arrangement cabin B side;

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1. The drifting ship, see fig. 1 and 2, has a forward tip, a backward tail and a wide bottom. Generally, the width of the bottom of the ship is more than 90% of the width of the ship surface, the propellers are arranged at four corners of the bottom, the number 8 in the drawing is the axis of the propeller, the rotating shaft 7 is connected with the power output end of the engine 6, the power transmission is carried out through the universal assembly 9 of the ship propeller, and the ship body can complete the operations of forward, backward, steering and the like under the power driving of the engine 6.

2. A universal assembly for mounting a propeller comprises two types, one is an independent front and rear propulsion assembly, the other is a marine propeller universal assembly which integrates a bidirectional steering function and a front and rear propulsion steering function, the front and rear propulsion assembly is structured as shown in figures 3, 10 and 11a-c and comprises a T-shaped frame, the T-shaped frame consists of a circular pipe a16 and a circular pipe b20, a mounting seat 19 is mounted at the tail end of the circular pipe b20 for mounting the propeller, then two bearings 15 are utilized for fixing two ends of the circular pipe a16 at the bottom of a ship, the middle part of the circular pipe a16 and the propeller positioned thereon are positioned in water outside the ship, a connecting shaft a14 can be operated in the ship to drive a main shaft 18 to enter the circular pipe a16 from the inside the ship, a rotating base is mounted at the middle position of the circular pipe a16 and then connected with the propeller by the rotating base through a rotating shaft, thereby forming a rotational force connection. The circular tube b20 can be rotated to both sides with the circular tube a16 as the rotation axis. As shown in fig. 3, the operation is completed by rotating the connecting shaft a14 in the vertical direction a of the bottom of the ship from B, C, a being a central vertical point. The connecting shaft a14 is provided inside with an operation stopper, thereby allowing a swing space to be restricted between BC. According to the design requirement of the drifting ship, the propeller is twisted to the point B from the central vertical point of the point A by only 45 degrees and is also twisted to the point C by only 45 degrees, the propeller can be stopped at any position from the point B to the point C, and the point A is the central vertical point. If the propeller is stopped at any position from A to B and the propeller is stopped at any position from A to C, the thrust generated by the propeller is pushed backwards, and the point B and the point C are limit points, so that the circular tube a16 is in a surrounding state at the bottom of the ship. The stern bottom 5, the first limit block 22 and the second limit block 23 are used for limiting the twisting space, and the propeller can be protected from being collided with the bottom of a ship due to overlarge torque, so that the propeller can normally run.

3. The universal assembly of the marine propeller adopts a semicircular box-shaped box 24 to replace a round pipe b20 and a universal rotating shaft to replace a round pipe a16 as shown in figures 5-10, namely the whole universal assembly comprises the semicircular box-shaped box 24 (with bidirectional steering function and integrated bidirectional steering assembly) and the universal rotating shaft 27 (with front and back propelling function), and a bottom basin 37 is arranged outside the cambered surface of the semicircular box-shaped box 24 as shown in figure 7. Two bracket arms (a first bracket arm 28 and a second bracket arm 29) are utilized to form a frame structure with the bottom basin 37, as shown in fig. 8, the propeller mounting base 34 is arranged in the middle of the front surface of the bottom basin 37, and the semicircular box-type box 24 is connected with the circular pipe a16 through a universal joint (a coupling 26). As shown in fig. 7, the first and

second bracket arms

28 and 29 are disposed on both sides of the interior of the semicircular box 36, and the tail ends of the first and

second bracket arms

28 and 29 are respectively provided with 1 corresponding first and second bracket points 41 and 42. The position of the coupling 26, i.e. the axis of the entire frame, allows the entire frame to move along the curved slide grooves provided on the box 24.

Two hydraulic controllers, namely a first hydraulic controller 45 and a second hydraulic controller 46, are arranged in the semicircular box-type box 24 and can drive the semicircular outer propeller to swing, as shown in fig. 5, the moving space is small and single, the angle from D to E is 45 degrees (forward and backward propulsion), the angle from E to F is 45 degrees (steering control), the whole set of driving action can be completed in the semicircular arc, and the power can be obtained by introducing two hydraulic pipes from the outside.

The screw installation base swing space is as shown in fig. 7, be provided with first bar mounting groove 30 on circular pipe a16, pivot bar mounting groove 31, second bar mounting groove 32, second support arm 29 is installed on first bar mounting groove 30, then first bar mounting groove 30 provides the space of removing for second support arm 29, first support arm 28 is installed on second bar mounting groove 32, then second bar mounting groove 32 provides the space of removing for first support arm 28, shaft coupling 26 is installed at pivot bar mounting groove 31, then pivot bar mounting groove 31 provides the space of removing for shaft coupling 26. According to the requirement of underwater operation, the mounting positions of the bottom basin 37 on the semicircular box 24 are provided with sealing structures which are respectively an external self-closing valve 47 and an internal self-closing valve 48, the external self-closing valve 47 is arranged on the outer side of the semicircular box 24, the internal self-closing valve 48 is arranged on the inner side of the semicircular box 24, and the external self-closing valve 47 and the internal self-closing valve 48 can be automatically opened and closed through the hydraulic control of the first hydraulic controller 45 and the second hydraulic controller 46, so that sealing is realized, and the whole set of operation of moving the propeller base from D to F and D to E can be in a closed state.

The one-way steering assembly is formed by closing any side D to E or F on the basis of the marine propeller universal assembly, and the bracket arm of the one-way steering assembly is shown in figure 5, so that the moving space is single, and the operation is more convenient.

The whole marine propeller universal assembly is in a totally closed state, the operation is simple, and the design of each link is favorable for installation, disassembly and maintenance.

4. The propeller installation positions and the propeller specification requirements are as shown in figure 1, four propellers are installed at four corners of the bottom, the specific installation positions and the space are determined by the designed diameter of the propeller and the driving radius of the universal assembly for the ship, the propeller is close to the left side and the right side of the ship, the left propeller and the right propeller are symmetrical by taking the center line of the ship as a boundary, the front propeller and the rear propeller are parallel, figure 2 is a simple drawing of a front row of propellers after the propellers are installed, the space required by the rear propellers is small, and the universal assembly for the ship can be directly installed on the stern.

The front row propellers can be combined into a group according to the design requirement, the rear row propellers can be combined into a group, each group of propellers needs to be the same in size and same in rotating speed during operation according to the requirements of stability and navigation, the propellers rotate downwards according to the design requirement to generate upward thrust, and the rotation of water flow generated by rotation on the water surface is considered to generate certain influence on the ship.

The design requires that the left propeller is rotated counterclockwise to generate thrust and the right propeller is rotated clockwise to generate thrust. Therefore, a male propeller and a female propeller are formed, the two propellers are arranged in a positive-negative mode, the blades rotate in a positive-negative mode, the rotating direction is properly changed on the rotating shaft position as required in fig. 12, the left propeller and the right propeller generate equal same-direction thrust simultaneously when in operation, and the rear propeller also generates the same thrust.

5. The term figure 13 is the cross section area comparison of a drifting ship and a traditional ship, the area comparison of the two figures is approximately the same, but it is obvious that the draught level of the traditional ship is deeper, the traditional ship can reduce the resistance of the ship head water, the resistance is shrunk as much as possible, the draught level of the ship bottom water part causes extremely deep water, the resistance is not deepened, the resistance is not much, the draught level is too deep, the requirements on the water depth and the ship running area and the port where the ship is parked are extremely high, the stability of the ship is not good, the traditional ship propeller is arranged at the stern and is pushed backwards in parallel with the horizontal line, so that the thrust generated by the propeller is directly related to the ship speed of the ship, the faster the water flow is formed, the water flow has great influence on the propeller, the water flow influence is that the propeller rotates backwards in parallel to the water surface, and the ship runs at high speed, the rivers of production are too fast, great reduction the power of grabbing of screw blade, and at this moment, the screw is in half idle running state, and simultaneously also greatly reduced this thrust of production when screw itself is rotatory. When the navigational speed reaches a large value, the navigational speed is difficult to be lifted upwards.

6. The drifting steamship adopts a wide and large bottom design as shown in figure 1, four propellers are applied below small and medium sizes, the four propellers are used on the right side and the left side of the steamship as a standard, the ship center line is used as a boundary, the criteria of bilateral symmetry and front-back parallel behavior are formed, the front-back propulsion assembly and the unidirectional steering assembly of the universal assembly of the marine propeller are combined and installed, the steering assembly of the front propeller and the rear propeller on the left side swings to the left, and the front propeller and the rear propeller on the right swing to the right.

When the ship is static, the propeller is in a vertically downward state, at the moment, thrust generated by rotation of the propeller is vertically upward under the action of the engine, the ship floats upwards, the larger the thrust is, the larger the floating amplitude is, the forward and backward propulsion assembly is used for driving, so that buoyancy floating upwards when the propeller moves from a point A to a point C is gradually reduced, forward thrust is gradually increased, the forward and backward propulsion assembly just rotates 45 degrees when the propeller moves to the point C, namely a terminal point, the thrust generated by the propeller inclines 45 degrees and is propelled upwards and forwards, the thrust generated by the propeller cannot be used as the thrust for advancing the ship, the thrust generated by the propeller moves upwards and forwards, the corresponding gravity center of the ship per se is shifted by the thrust, the pressure is applied downwards and forwards, and the thrust is converted into the forward gravity of the ship through the liquidity of water.

Therefore, the thrust generated by the drift ship propeller is not directly related to the speed of the ship but indirectly related to the same position and direction as the thrust generated at the point A, and the ultimate aim is to push the ship upwards as far as possible to float the ship upwards, so that the propeller does not have the highest importance of rotating speed but torque force at the moment, and then the propeller is rotating speed, so that the engine can be converted into middle rotating speed for higher torque force, the engine can generate higher thrust by using larger propellers as much as possible, and the ship floats higher.

The propeller is controlled to downwards apply pressure at 45 degrees to rotate by adopting limit, the propeller blades can still capture buoyancy, the grabbing force of the propeller blades is increased by utilizing the buoyancy of water, and the grabbing force can still be increased by utilizing the buoyancy of water when the propeller rotates no matter how fast the water flow generated by a ship is in navigation and the buoyancy is always upward, so that the pushing force which can be generated by the propeller is generated. Therefore, the propeller rotates by applying pressure downwards at an angle of 45 degrees, thrust brought by water flow generated when the ship sails does not have negative influence on the propeller, and the ship can not only have larger forward thrust, but also overcome the negative influence of the water flow on the propeller to the maximum extent just by controlling the propeller to rotate by applying pressure downwards at an angle of 45 degrees, thereby being beneficial to improving the navigational speed of the ship

In other words, the reason why the drift ship can promote the speed of the drift ship is as follows: 1. 2, driving a larger propeller by using a large torque force, and reducing the bow resistance of the ship; 3. the negative influence of water flow on the propeller in the sailing process is reduced or even avoided. The invention overcomes the defects of the prior art by a third point, so that the drifting ship has higher navigational speed.

Namely, the 45 degrees form 45 degrees with the horizontal line of the water surface, and the blades can also rotate at 45 degrees inclined pressure when the propeller rotates, so that the speed of water flow at the position has small influence on the propeller.

It follows that the speed that can contribute to a drifting ship is: the ship floats upwards to a great extent, the resistance is reduced, and the influence of water and water flow on the propeller is small at high navigational speed. Thus, it can be demonstrated that the drifting ship can be pushed backward at the stern more effectively than the conventional ship with the propeller directly introduced.

7. The drifting steamship adopts a wide bottom design, so that the draft level of the steamship can be greatly reduced, the stability of the steamship is improved, and the water level requirement of ports for sailing and berthing the steamship is reduced. Because the four propellers all use the front and back propulsion assembly and the unidirectional steering assembly, the maneuverability of the four propellers is greatly improved, the four propellers can be advanced and retreated, the rear group propellers can be singly steered when the four propellers are slightly steered, the bow and the stern can be steered simultaneously when the four propellers are greatly steered and turned around in situ, for example, the four propellers are steered leftwards, the right side of the front group propeller can be propelled rightwards, the left side of the rear group propeller is propelled leftwards to complete steering, otherwise, the four propellers are steered rightwards, and the efficiency is greatly improved. When the ship runs at a high speed and meets an obstacle in front, emergency braking is inevitable, the accelerator pedal of the engine is loosened to enable the propeller to lose power, the propeller is pushed to a backward pushing point B by the forward and backward pushing assembly, the accelerator is increased to generate backward pushing force by increasing the rotating speed of the propeller by the engine, the gravity center of the ship is pressed backwards, and therefore the emergency braking effect is achieved.

The drifting ship can advance and retreat, can realize double-end steering and form an emergency braking function, is more suitable for future development of ships, has high maneuverability, and is easier to deal with various emergency situations.

The drift ship adopts the propellers to be installed at the bottom, is more suitable for various large ships, can be provided with a plurality of groups of propellers under the requirements of power allowance and navigational speed, has double-head steering, can remove a steering assembly from a middle propeller and directly use a front and back propulsion assembly, has smaller installation space, can improve the steering if needed, can use a two-way steering assembly as a back propeller, can achieve the auxiliary effect when the front propeller is turned, and has more perfect steering function.

Claims

1. A drifting ship comprises a ship body and propellers for pushing the ship body to sail, and is characterized in that the propellers are arranged at the bottom of the ship body and are arranged in pairs; each pair of propellers comprises two propellers symmetrically distributed on two sides of the axis of the ship body, the propellers can deflect +/-alpha relative to the installation position, and the alpha value is 30-60 degrees;

2. The drifting ship of claim 1, wherein the pair of propellers disposed proximate to the bow are bow propellers, the propeller disposed proximate to the stern is a stern propeller, and both the bow propellers and the stern propellers are connected to the power output end of the engine through the universal propeller mounting assembly; the marine propeller universal assembly is integrated with a bidirectional steering function and a front-rear propelling function at the same time;

3. The drifting ship of claim 2, wherein a propeller is further arranged at the bottom of the ship body between the bow propeller and the stern propeller, and the propellers arranged between the bow propeller and the stern propeller are both middle propellers; the middle propeller is connected with the power output end of the engine through the front and rear propelling assembly.

4. The drifting ship of claim 3, wherein said intermediate propellers each comprise an intermediate propeller blade mount and an intermediate propeller blade disposed on the intermediate propeller blade mount; the front and rear propelling assembly is arranged in a placing cabin arranged at the bottom of the ship body and comprises a T-shaped frame;

5. The drifting ship of claim 4, wherein each of said bow and stern propellers comprises a propeller blade mounting seat and propeller blades disposed on said propeller blade mounting seat; the universal assembly of marine screw install in the arrangement cabin that bow/stern bottom set up, including universal rotating shaft and semicircular box, wherein:

6. Drifting ship according to claim 6, characterized in that said angle α is preferably 45 °.

7. The drifting ship of claim 6, wherein said stowage compartment comprises a stowage compartment body; the arrangement cabin body is provided with a supporting block in the middle position, a transverse ship direction supporting part is arranged on the supporting block along the transverse ship direction of the ship body, and the arrangement cabin body is divided into two parts through the transverse ship direction supporting part, namely an arrangement cabin A side and an arrangement cabin B side;