CN115384743A

CN115384743A - Marine propeller and ship

Info

Publication number: CN115384743A
Application number: CN202211045792.5A
Authority: CN
Inventors: 刘岳峰; 唐彪; 陶师正; 万小康
Original assignee: Guangdong ePropulsion Technology Co Ltd
Current assignee: Guangdong ePropulsion Technology Co Ltd
Priority date: 2022-08-29
Filing date: 2022-08-29
Publication date: 2022-11-25

Abstract

The application discloses marine propeller and boats and ships. This marine propeller is used for boats and ships, and this boats and ships include hull and marine propeller, and this marine propeller includes: the frame is used for being connected with the ship body; the first steering assembly is arranged on the rack and used for adjusting the pitching angle of the ship body and the side turning angle of the ship body; the second steering assembly is arranged on the rack and used for adjusting the course of the ship body; and the driving mechanism is respectively connected with the first steering assembly and the second steering assembly and is used for controlling the first steering assembly and the second steering assembly. Through the mode, the pitching angle, the side-turning angle and the heading of the ship body can be freely adjusted so as to improve the reliability of the ship propeller.

Description

Marine propeller and ship

Technical Field

The application relates to the technical field of ships, in particular to a ship propeller and a ship.

Background

When the ship encounters stormy waves or turns, the ship body can tilt and swing, and in severe cases, the ship body can overturn. In the related technology, the ship propeller can only change the steering direction, i.e. the course, of the ship body by adjusting the included angle between the propelling force and the ship body, but cannot adjust other angles of the ship body, so that the posture of the ship body cannot be adjusted timely and freely, the ship body can incline along with wind waves or steering, and the stability of the ship is poor.

Disclosure of Invention

The application provides a marine propeller and boats and ships to can freely adjust the every single move angle of hull, angle and the course of turning on one's side, in order to improve the reliability of marine propeller.

The application provides a marine propeller for boats and ships, this boats and ships include hull and marine propeller, and this marine propeller includes: the frame is used for being connected with the ship body; the first steering assembly is arranged on the rack and used for adjusting the pitching angle of the ship body and the side turning angle of the ship body; the second steering assembly is arranged on the rack and used for adjusting the course of the ship body; and the driving mechanism is respectively connected with the first steering assembly and the second steering assembly and is used for controlling the first steering assembly and the second steering assembly.

In one embodiment, the first steering assembly includes: the first hydrofoil is arranged at the first end of the rack and is rotatably connected with the first end of the rack; the first end of the first rotating piece is connected with the driving mechanism, and the second end of the first rotating piece is connected with the first hydrofoil and used for adjusting the rotating angle between the first hydrofoil and the first end of the rack so as to adjust the offset direction and the offset angle between the first hydrofoil and the water surface; the second hydrofoil is arranged at the second end of the rack and is rotatably connected with the second end of the rack, and the first end and the second end are arranged in a back-to-back manner; the first end of the second rotating part is connected with the driving mechanism, and the second end of the second rotating part is connected with the second hydrofoil and used for adjusting the rotating angle between the second hydrofoil and the second end of the rack so as to adjust the offset direction and the offset angle between the second hydrofoil and the water surface; the driving mechanism drives the first hydrofoil and the second hydrofoil to deviate along opposite directions so as to adjust the side turning angle of the ship body; the driving mechanism drives the first hydrofoil and the second hydrofoil to deflect along the same direction so as to adjust the pitch angle of the ship body.

In a specific embodiment, the marine propulsor further comprises: the first propelling mechanism is fixedly connected with the first end of the rack and electrically connected with the driving mechanism and is used for generating propelling force; and the second propelling mechanism is fixedly connected with the second end of the rack, electrically connected with the driving mechanism and used for generating propelling force, and the first end and the second end are arranged back to back.

In one embodiment, the rack comprises: the first end of the vertical rod is used for being connected with the ship body; the transverse rod is perpendicular to the vertical rod, the second end of the vertical rod is connected with the middle point of the transverse rod, the middle point is positioned between the first end and the second end of the transverse rod, the first end of the transverse rod is connected with the first propelling mechanism, and the second end of the transverse rod is connected with the second propelling mechanism; the first hydrofoil is located between the midpoint and the first propulsion mechanism, and the second hydrofoil is located between the midpoint and the second propulsion mechanism.

In one embodiment, the second steering assembly comprises: the adjusting piece is arranged on the vertical rod; and the first end of the third rotating part is connected with the driving mechanism, and the second end of the third rotating part is connected with the adjusting part and used for adjusting the swinging of the adjusting part on the water surface so as to adjust the course of the ship body.

In a particular embodiment, the first propulsion mechanism comprises: the first motor is connected with the driving mechanism; and the first propeller is connected with the first motor and is used for rotating under the driving of the first motor.

In one embodiment, the second propulsion mechanism comprises: the second motor is connected with the driving mechanism; and the second propeller is connected with the second motor and is used for rotating under the driving of the second motor.

In one embodiment, the drive mechanism drives the first propulsion mechanism to rotate at a first rotational speed and drives the second propulsion mechanism to rotate at a second rotational speed, wherein the first rotational speed is different from the second rotational speed to adjust the heading of the hull.

In a particular embodiment, the marine propulsor further comprises: the driving mechanism is arranged in the case, and the rack is connected with the case.

The application provides a boats and ships, boats and ships include: a hull; the marine propeller is arranged on the ship body.

The marine propeller of this application is equipped with first steering assembly and the second steering assembly of setting in the frame to through the angle of turning on one's side of the every single move angle of the first steering assembly regulation hull of actuating mechanism drive and hull, and the course of driving the second steering assembly regulation hull. Therefore, the angle of a plurality of directions of regulation hull that this application can be free nimble, the three-dimensional gesture of adjustment hull in time to offset the hull slope that sea wave or turn etc. brought, can improve the stability of hull.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without inventive efforts, wherein:

FIG. 1 is a schematic structural diagram of a three-dimensional attitude of a marine propulsor according to the present application;

FIG. 2 is a schematic structural view of an embodiment of the marine propulsor of the present application;

FIG. 3 is a top schematic view of the frame, the first steering assembly, the second steering assembly, the first propulsion mechanism, and the second propulsion mechanism of the marine propulsor of the embodiment of FIG. 2;

FIG. 4 is a schematic side view of the frame, the first steering assembly, the second steering assembly, the first propulsion mechanism, and the second propulsion mechanism of the marine propulsor of FIG. 2;

FIG. 5 is a schematic view of a ship propeller according to the present invention in a deflected state;

FIG. 6 is a schematic view of the marine propulsor of the present application in another deflected state;

FIG. 7 is a schematic view of an embodiment of a cross bar, a first hydrofoil and a second hydrofoil in the marine propeller of the present application;

FIG. 8 is a schematic structural view of another embodiment of the cross bar, the first hydrofoil and the second hydrofoil in the marine propeller of the present application;

fig. 9 is a schematic structural view of an embodiment of the ship according to the present application.

Detailed Description

The present application will be described in further detail with reference to the following drawings and examples. It is to be noted that the following examples are only illustrative of the present application, and do not limit the scope of the present application. Likewise, the following examples are only some examples of the present application, not all examples, and all other examples obtained by a person of ordinary skill in the art without making any creative effort fall within the protection scope of the present application.

In the description of the embodiments of the present application, it should be noted that the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present application can be understood in specific cases by those of ordinary skill in the art.

In the embodiments of the present application, unless otherwise explicitly specified or limited, a first feature "on" or "under" a second feature may be directly contacted with the first and second features, or indirectly contacted with the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

As shown in fig. 1, fig. 1 is a schematic structural diagram of a three-dimensional attitude of a marine propeller according to the present application. When the ship encounters stormy waves or turns, the ship body can tilt and swing, and can overturn in severe cases, wherein the ship body is Forward; in the related art, the ship propeller can only change the angle of the ship body Yaw by adjusting the included angle between the propelling force and the ship body, even if the ship body swings on the water surface along the Left direction or the Right direction (namely the Right direction), so as to change the heading direction of the ship body, other angles of the ship body, such as a Pitch angle, namely the ship body vertically swings with the water surface along the upper direction or the lower direction (namely the Up direction), and the Pitch angle can also be called a Pitch angle; and a Roll angle, namely the ship body is perpendicular to the water surface and swings in the Left direction or the Right direction, the Roll angle can also be called as a side-turning angle, so that the posture of the ship body cannot be timely and freely adjusted, the ship body can incline along with the steering, and the stability of the ship is poor.

In order to adjust the Yaw angle, pitch angle, and Roll angle of the hull, the present application first provides a marine propeller, as shown in fig. 2 to 4, and fig. 2 is a schematic structural diagram of an embodiment of the marine propeller; FIG. 3 is a top schematic view of the frame, the first steering assembly, the second steering assembly, the first propulsion mechanism, and the second propulsion mechanism of the marine propulsor of the embodiment of FIG. 2;

fig. 4 is a side view of the frame, the first steering assembly, the second steering assembly, the first propulsion mechanism and the second propulsion mechanism of the marine propeller of fig. 2. The marine propulsion system 20 of the present embodiment is used for a ship (not shown) including a hull (not shown) and the marine propulsion system 20, and the marine propulsion system 20 of the present embodiment includes: a frame 21, a first steering component 22, a second steering component 23 and a driving mechanism 24; wherein the frame 21 is used for connecting with a ship body; the first steering assembly 22 is arranged on the frame 21 and used for adjusting the pitch angle and the roll angle of the ship body; the second steering assembly 23 is arranged on the frame 21 and used for adjusting the heading of the ship body; the driving mechanism 24 is connected to the first steering assembly 22 and the second steering assembly 23 respectively, and is used for controlling the first steering assembly 22 and the second steering assembly 23.

The marine propeller 20 of the embodiment is provided with a first steering assembly 22 and a second steering assembly 23 which are arranged on a frame 21, a driving mechanism 24 drives the first steering assembly 22 to adjust the pitch angle and the roll angle of the ship body, and the driving mechanism 24 drives the second steering assembly 23 to adjust the heading of the ship body. Therefore, the angle of the ship body in a plurality of directions can be freely and flexibly adjusted, the three-dimensional posture of the ship body can be timely adjusted, the inclination of the ship body caused by sea waves or turning and the like can be offset, and the stability of the ship body can be improved.

This embodiment can make boats and ships when meetting the stormy waves or turning to, and the Yaw angle, pitch angle and the Roll angle of the adjustment hull of freedom flexibility for the hull keeps steadily, improves the stability of hull.

Optionally, the first steering assembly 22 of the present embodiment includes: a first hydrofoil 221, a first rotating member 222, a second hydrofoil 223 and a second rotating member 224; wherein, the first hydrofoil 221 is arranged at the first end of the frame 21 and is rotatably connected with the first end of the frame 21; the first end of the first rotating member 222 is connected with the driving mechanism 24, and the second end of the first rotating member 222 is connected with the first hydrofoil 221, so as to adjust the rotation angle between the first hydrofoil 221 and the first end of the frame 21, and adjust the offset direction and the offset angle between the first hydrofoil 221 and the water surface; the second hydrofoil 223 is arranged at the second end of the frame 21 and is rotatably connected with the second end of the frame 21, and the first end and the second end of the frame 21 are arranged opposite to each other; the first end of the second rotating member 224 is connected to the driving mechanism 24, and the second end of the second rotating member 224 is connected to the second hydrofoil 223, so as to adjust the rotation angle between the second hydrofoil 223 and the second end of the frame 21, so as to adjust the offset direction and the offset angle between the second hydrofoil 223 and the water surface.

The first end of the first rotating member 222 may be in transmission connection with the driving mechanism 24 through a transmission assembly, so that the driving mechanism 24 drives the transmission assembly to drive the first rotating member 222 to rotate, or the first end of the first rotating member 222 may be further electrically connected with the driving mechanism 24 through a driving wire, so that the driving mechanism 24 provides an electric driving signal to control the first rotating member 222 to rotate. The first end of the second rotating member 224 can be in transmission connection with the driving mechanism 24 through a transmission assembly, so that the driving mechanism 24 drives the transmission assembly to rotate the second rotating member 224, or the first end of the second rotating member 224 can be electrically connected with the driving mechanism 24 through a driving wire, so that the driving mechanism 24 provides an electric driving signal to control the rotation of the second rotating member 224.

The first hydrofoil 221 may be disposed on the same side as the starboard side of the hull, and the second hydrofoil 223 may be disposed on the same side as the starboard side of the hull; and the boat-propelling unit 20 is provided at the stern of the hull.

Wherein the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to shift in opposite directions to adjust the roll angle of the hull.

In an application scenario, as shown in fig. 5, fig. 5 is a schematic structural diagram of the marine propeller of the present application in a deflected state, the driving mechanism 24 drives the first hydrofoil 221 to swing downward, and as can be known from hydrodynamics, the pressure on the upper side of the first hydrofoil 221 is lower than the pressure on the lower side, so that the marine propeller 20 generates an upward lift force, the driving mechanism 24 drives the second hydrofoil 223 to swing upward, and the pressure on the upper side of the second hydrofoil 223 is higher than the pressure on the lower side, so that the marine propeller 20 generates a downward thrust force, and under the combined action of the first hydrofoil 221 and the second hydrofoil 223, the ship can turn clockwise (as viewed from the stern end), the side-turning angle of the ship can be adjusted, and the ship can be kept stable.

Similarly, the driving mechanism 24 drives the first hydrofoil 221 to swing upwards, and as known from fluid mechanics, the pressure on the upper side of the first hydrofoil 221 is higher than the pressure on the lower side, so that the marine propeller 20 generates a downward thrust, the driving mechanism 24 drives the second hydrofoil 223 to swing downwards, the pressure on the upper side of the second hydrofoil 223 is lower than the pressure on the lower side, so that the marine propeller 20 generates an upward lift force, so that the first hydrofoil 221 and the second hydrofoil 223 jointly act to realize the counterclockwise rollover (as viewed from the tail end) of the hull, and the rollover angle of the hull is adjusted, so that the hull is kept stable.

The specific rollover angle of the hull may be determined by the swing angle of the first hydrofoil 221 and the second hydrofoil 223.

As shown in fig. 1, the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to shift in opposite directions, so as to adjust the Roll angle of the hull.

Wherein, the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to shift along the same direction so as to adjust the pitch angle of the ship body.

In an application scenario, as shown in fig. 6, fig. 6 is a schematic structural diagram of the marine propeller of the present application in another deflected state, the driving mechanism 24 drives the first hydrofoil 221 to swing downward, and fluid mechanics indicates that the pressure on the upper side of the first hydrofoil 221 is lower than the pressure on the lower side, so that the marine propeller 20 generates an upward lift force, the driving mechanism 24 drives the second hydrofoil 223 to swing downward, and the pressure on the upper side of the second hydrofoil 223 is lower than the pressure on the lower side, so that the marine propeller 20 generates an upward lift force, and can pitch the hull forward and backward, and adjust the pitch angle of the hull, so that the hull is kept stable.

Similarly, the driving mechanism 24 drives the first hydrofoil 221 to swing upwards, and as can be seen from fluid mechanics, the pressure on the upper side of the first hydrofoil 221 is higher than that on the lower side, so that the marine propeller 20 generates a downward thrust, the driving mechanism 24 drives the second hydrofoil 223 to swing upwards, and the pressure on the upper side of the second hydrofoil 223 is higher than that on the lower side, so that the marine propeller 20 generates a downward thrust, so that the ship can pitch upwards and downwards, and the pitch angle of the ship can be adjusted, so that the ship can be kept stable.

The specific pitch angle of the hull can be determined by the roll angle of the first hydrofoil 221 and the second hydrofoil 223.

As shown in fig. 1, the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to deflect in the same direction, so that the Pitch angle of the hull, i.e., the Pitch angle, can be adjusted.

Optionally, the marine propeller 20 of the present embodiment further includes: a first propelling mechanism 25 and a second propelling mechanism 26, wherein the first propelling mechanism 25 is fixedly connected with the first end of the frame 21, the first propelling mechanism 25 is electrically connected with the driving mechanism 24, and the first propelling mechanism 25 is used for generating propelling force; the second propelling mechanism 26 is fixedly connected with the second end of the frame 21, the second propelling mechanism 26 is electrically connected with the driving mechanism 24, the second propelling mechanism 26 is used for generating propelling force, and the first end and the second end of the frame 21 are arranged opposite to each other.

The first propulsion mechanism 25 and the second propulsion mechanism 26 are used to provide propulsion force to the marine propeller 20 to achieve propulsion of the ship.

Alternatively, the first urging mechanism 25 of the present embodiment includes: a first motor (not shown) and a first propeller (not shown), wherein the first motor is connected with the driving mechanism 24, and the driving mechanism 24 is used for driving the first motor; the first propeller is connected with the first motor and is used for rotating under the driving of the first motor.

Optionally, the second pushing mechanism 26 of the present embodiment includes: a second motor (not shown) and a second propeller (not shown), wherein the second motor is connected with the driving mechanism 24, and the driving mechanism 24 is used for driving the second motor; the second propeller is connected with the second motor and is used for rotating under the driving of the second motor.

The first motor, the second motor of this embodiment are put down (first motor and second motor are located under water at the during operation promptly), can utilize rivers to dispel the heat, reduce first motor and second motor and damage because the excess temperature, improve the reliability of first screw and second screw.

The first propulsion mechanism 25 is disposed on the same side as the first hydrofoil 221, and the second propulsion mechanism 26 is disposed on the same side as the second hydrofoil 223.

Optionally, the frame 21 of this embodiment includes: a vertical bar 211 and a horizontal bar 212; wherein, the first end of the vertical rod 211 is used for connecting with the hull; the cross rod 212 is perpendicular to the vertical rod 211, the second end of the vertical rod 211 is connected with the midpoint of the cross rod 212, the midpoint of the cross rod 212 is located between the first end and the second end of the cross rod 212, the first end of the cross rod 212 is connected with the first propelling mechanism 25, and the second end of the cross rod 212 is connected with the second propelling mechanism 26; a first foil 221 is located between the midpoint of crossbar 212 and first propulsion mechanism 25 and a second foil 223 is located between the midpoint of crossbar 212 and second propulsion mechanism 26.

The vertical bar 211 is arranged perpendicular to the water surface.

The first propulsion mechanism 25 and the second propulsion mechanism 26 of the present embodiment are fixedly connected to the cross bar 212, and drive the entire marine propeller 20 to deflect along with the hull after the hull deflects.

Alternatively, as shown in fig. 7, fig. 7 is a schematic structural diagram of an embodiment of the cross bar, the first hydrofoil and the second hydrofoil in the marine propeller of the present application, wherein one side of the first hydrofoil 221 is rotatably connected to the first end of the cross bar 212, and specifically, the first end of the cross bar 212 is inserted through one side of the first hydrofoil 221; the first hydrofoil 221 is driven by the driving mechanism 24, and the first hydrofoil 221 rotates upward or downward with the one side as a rotation point. One side of the second hydrofoil 223 is rotatably connected with the second end of the cross bar 212, specifically, the second end of the cross bar 212 is inserted through one side of the second hydrofoil 223; the second hydrofoil 223 is driven by the driving mechanism 24, and the second hydrofoil 223 rotates upward or downward with the one side as a rotation point.

In another embodiment, as shown in fig. 8, fig. 8 is a schematic structural view of another embodiment of the cross bar, the first hydrofoil and the second hydrofoil in the marine propeller of the present application, a middle portion of the first hydrofoil 221 is rotatably connected to a first end of the cross bar 212, and specifically, the first end of the cross bar 212 is inserted through the middle portion of the first hydrofoil 221; the first hydrofoil 221 is driven by the driving mechanism 24, and the first hydrofoil 221 rotates with the middle portion as a rotation point. The middle part of the second hydrofoil 223 is rotatably connected with the second end of the cross rod 212, and in particular, the second end of the cross rod 212 penetrates through the middle part of the second hydrofoil 223; the second hydrofoil 223 is driven by the driving mechanism 24, and the second hydrofoil 223 rotates with the middle as the rotation point middle.

Optionally, the second steering assembly 23 of the present embodiment includes: an adjusting member 231 and a third rotating member 232; wherein, the adjusting member 231 is disposed on the vertical rod 211; the first end of the third rotating member 232 is connected to the driving mechanism 24, and the second end of the third rotating member 232 is connected to the adjusting member 231 for adjusting the swinging of the adjusting member 231 on the water surface to adjust the heading direction of the ship body.

In an application scenario, the driving mechanism 24 drives the adjusting member 231 to swing leftward, and as known from hydrodynamics, the left pressure of the adjusting member 231 is higher than the right pressure, so that the tail of the ship generates a rightward thrust, and the head of the ship turns leftward, so that the adjusting member 231 can deflect leftward.

Similarly, the driving mechanism 24 drives the adjusting member 231 to swing to the right, and as is known from fluid mechanics, the pressure on the right side of the adjusting member 231 is higher than the pressure on the left side, so that the tail of the ship generates a leftward thrust, so that the head of the ship turns to the right, and therefore, the ship can deflect to the right under the action of the adjusting member 231.

The specific heading angle of the hull may be determined by the swing angle of the adjustment member 231.

As shown in fig. 1, the driving mechanism 24 drives the adjusting member 231 to shift in the left and right directions, so as to adjust the heading direction of the ship hull, i.e., the Yaw angle.

In another embodiment, the driving mechanism may further drive the first motor to drive the first propeller to rotate at a first rotation speed, and drive the second motor to drive the second propeller to rotate at a second rotation speed, wherein the first rotation speed is different from the second rotation speed, so as to adjust the heading of the ship body. The difference from the above embodiment is that the present embodiment adjusts the heading of the hull by adjusting the differential speed of the two propellers.

Optionally, with continued reference to fig. 2, the marine propulsor 20 of the present embodiment further comprises: the chassis 27, the driving mechanism 24 are disposed in the chassis 27, and the frame 21 is connected to the chassis 27.

The cabinet 27 is for protecting the drive mechanism 24 from interference of water or the like; one end of the vertical rod 211 in the frame 21 is connected to the cabinet 27.

In other embodiments, the marine propulsor further comprises a clamp connected to the frame for fixed connection to the hull.

The present application further provides a ship, as shown in fig. 9, fig. 9 is a schematic structural diagram of an embodiment of the ship of the present application, and the ship 100 of the present embodiment includes: the ship comprises a ship body 110 and a ship propeller 120, wherein the ship propeller 120 is fixedly connected with the ship body 110.

For the specific structure and operation principle of the marine propeller 120, reference may be made to the above embodiments, which are not described herein.

The boat-propelling unit 120 is provided at the stern of the hull 110.

Optionally, the vessel 100 of this embodiment further includes: the control mechanism 93, the driver 94, the power supply 95 and the like are all arranged on the ship body 110; the driver 94 is respectively connected with the control mechanism 93 and the marine propeller 120, and the control mechanism 93 controls the driver 94 to work so as to drive the marine propeller 120 to work; the power source 95 is connected to the marine propeller 120 and the control mechanism 93, respectively, and supplies power to the marine propeller 120, the control mechanism 93, and the like.

The marine propeller 120 of the present embodiment is an outboard motor.

In other embodiments, the marine propeller may also be an inboard machine, i.e. the marine propeller is arranged in the hull of the ship.

The marine propeller of this application is used for boats and ships, and this boats and ships include hull and marine propeller, and this marine propeller includes: the frame is used for being connected with the ship body; the first steering assembly is arranged on the rack and used for adjusting the pitching angle of the ship body and the side turning angle of the ship body; the second steering assembly is arranged on the rack and used for adjusting the course of the ship body; and the driving mechanism is respectively connected with the first steering assembly and the second steering assembly and is used for providing power for the first steering assembly and the second steering assembly. The marine propeller is provided with a first steering assembly and a second steering assembly which are arranged on the rack, and drives the first steering assembly to adjust the pitching angle of the ship body and the side turning angle of the ship body through a driving mechanism, and drives the second steering assembly to adjust the course of the ship body. Therefore, the angle of a plurality of directions of regulation hull that this application can be freely nimble in time adjusts the three-dimensional gesture of hull to offset the hull slope that sea wave or turn etc. brought, can improve the stability of hull.

This application utilizes hydrodynamics's principle, through the regulation of adjustment marine propeller both sides lift hydrofoil, first hydrofoil and second hydrofoil realize the hull about roll angle and pitch angle's regulation around, can in time adjust the gesture of hull, reduce the hull and sway to through the adjustment rudder, the swing direction and the angle of adjustment piece promptly, can increase the flexibility of control boats and ships, increase the control degree of freedom, improve hull stability.

The above description is only for the purpose of illustrating embodiments of the present application and is not intended to limit the scope of the present application, and all modifications of equivalent structures and equivalent processes, which are made by the contents of the specification and the drawings of the present application or are directly or indirectly applied to other related technical fields, are also included in the scope of the present application.

Claims

1. A marine propulsor for a vessel, said vessel including a hull and a marine propulsor, said marine propulsor comprising:

a frame for connection with the hull;

the first steering assembly is arranged on the rack and used for adjusting the pitching angle of the ship body and the side turning angle of the ship body;

the second steering assembly is arranged on the rack and used for adjusting the course of the ship body;

and the driving mechanism is respectively connected with the first steering assembly and the second steering assembly and is used for controlling the first steering assembly and the second steering assembly.

2. Marine propulsor in accordance with claim 1, wherein said first steering assembly comprises:

the first hydrofoil is arranged at the first end of the rack and is rotatably connected with the first end of the rack;

the first end of the first rotating member is connected with the driving mechanism, and the second end of the first rotating member is connected with the first hydrofoil and used for adjusting the rotating angle between the first hydrofoil and the first end of the rack so as to adjust the offset direction and the offset angle between the first hydrofoil and the water surface;

the second hydrofoil is arranged at the second end of the rack and is rotatably connected with the second end of the rack, and the first end and the second end are arranged in a back-to-back manner;

the first end of the second rotating part is connected with the driving mechanism, and the second end of the second rotating part is connected with the second hydrofoil and used for adjusting the rotating angle between the second hydrofoil and the second end of the rack so as to adjust the offset direction and the offset angle between the second hydrofoil and the water surface;

wherein the driving mechanism drives the first hydrofoil and the second hydrofoil to shift along opposite directions so as to adjust the side turning angle of the ship body;

the driving mechanism drives the first hydrofoil and the second hydrofoil to deflect along the same direction so as to adjust the pitch angle of the ship body.

3. The marine propulsor of claim 2 further comprising:

the first propelling mechanism is fixedly connected with the first end of the rack, electrically connected with the driving mechanism and used for generating propelling force;

the second propelling mechanism is fixedly connected with the second end of the rack, electrically connected with the driving mechanism and used for generating propelling force, and the first end and the second end are arranged in a back-to-back manner.

4. Marine propulsor according to claim 3, characterised in that said frame comprises:

the first end of the vertical rod is connected with the ship body;

the transverse rod is perpendicular to the vertical rod, the second end of the vertical rod is connected with the midpoint of the transverse rod, the midpoint is positioned between the first end and the second end of the transverse rod, the first end of the transverse rod is connected with the first propelling mechanism, and the second end of the transverse rod is connected with the second propelling mechanism;

the first hydrofoil is located between the midpoint and the first propulsion mechanism, and the second hydrofoil is located between the midpoint and the second propulsion mechanism.

5. Marine propulsor according to claim 4, wherein said second steering assembly comprises:

the adjusting piece is arranged on the vertical rod;

and the first end of the third rotating part is connected with the driving mechanism, and the second end of the third rotating part is connected with the adjusting part and used for adjusting the swinging of the adjusting part on the water surface so as to adjust the course of the ship body.

6. Marine propulsor according to claim 3, characterised in that said first propulsion mechanism comprises:

the first motor is connected with the driving mechanism;

and the first propeller is connected with the first motor and is used for rotating under the driving of the first motor.

7. Marine propulsor according to claim 3, characterised in that said second propulsion mechanism comprises:

the second motor is connected with the driving mechanism;

and the second propeller is connected with the second motor and is used for rotating under the driving of the second motor.

8. A marine propulsor according to claim 3 wherein said drive mechanism drives said first propulsion mechanism to rotate at a first rotational speed and said second propulsion mechanism to rotate at a second rotational speed, wherein said first rotational speed is different from said second rotational speed to adjust the heading of said hull.

9. Marine propulsor according to any of claims 1 to 8, further comprising:

the driving mechanism is arranged in the case, and the rack is connected with the case.

10. A marine vessel, comprising:

a hull;

a marine propulsor according to any one of claims 1 to 9 disposed on the hull.