CN216660254U - Automatic adjusting device for ship propeller thruster - Google Patents
Automatic adjusting device for ship propeller thruster Download PDFInfo
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- CN216660254U CN216660254U CN202220021603.XU CN202220021603U CN216660254U CN 216660254 U CN216660254 U CN 216660254U CN 202220021603 U CN202220021603 U CN 202220021603U CN 216660254 U CN216660254 U CN 216660254U
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Abstract
The utility model provides an automatic adjusting device of a ship propeller thruster, which comprises a ship body, wherein a control system, a communication module, a monitoring module, a power module and a direction adjusting module are arranged in the ship body; the control system, the communication module and the monitoring module are communicated with each other; the control system is respectively connected with the power module and the direction adjusting module; the power module comprises a storage battery, an intelligent rudder and a propeller; the storage battery provides electric energy for the ship; the monitoring module can acquire state information of the ship body, the power module and the direction adjusting module; the intelligent rudder is connected with the propeller and can control the rotating direction and power of the propeller; the direction adjusting module is additionally arranged between the propeller and the ship body, and can control the output direction of the propeller, so that the navigation attitude of the ship body is adjusted, and the whole ship body can be stably rowed; the device has the advantages of simple structure, convenient installation and maintenance, and can quickly realize stable navigation of the ship.
Description
Technical Field
The utility model relates to the technical field of ships in water areas, in particular to an automatic adjusting device for a ship propeller thruster.
Background
With the widespread use of modern intelligent equipment, intelligent ships are widely applied, and meanwhile, more and more technical requirements are provided for various indexes which are required to be achieved when the ships sail on the water surface, and particularly, the ships have further requirements for stable sailing; during the marking-off process of carrying people and detecting tasks of ships in riverways, lakes and sea areas, particularly during starting and accelerating navigation, phenomena such as continuous transverse and longitudinal deflection always occur, potential safety hazards are caused to members taking in the ships, the taking experience is greatly influenced by the multidirectional deflection with large range repeatedly, and the stability of the carried detection equipment is also influenced.
For example, when a manned pleasure boat is used, a small boat body finishes the task of sailing in a water area carrying tourists, and particularly has the phenomenon that the elevation angle of the bow is overlarge in the quick starting process of the boat body, namely the draught of the stern is larger than that of the bow, namely the boat body is also called backward leaning; the bow phenomenon exists in the process of stopping and decelerating, namely the draught of the bow is larger than that of the stern, and the bow phenomenon is called head tilting/forward tilting; or when passengers are unevenly distributed in the cabin, such as the phenomenon of unstable posture of the ship body caused by gathering the ship head, the ship tail or one side, and different wind directions/wind speeds have different resistance influences on the ship body in the sailing process, so that the passengers have the worry of overturning in water, and the seasickness is easily caused; for example, in the process of cruise detection of an unmanned ship, the ship body tilts forward/backward/inclines, so that the data of the detection/obstacle avoidance equipment is unstable, even the communication equipment is temporarily lost during shaking, and stable and effective monitoring data cannot be continuously transmitted to the monitoring center.
In the existing ship sailing mode, a jet pump/propeller and other power units are mainly installed, the direction of output force of the jet pump/propeller is controlled by an intelligent rudder to realize straight-line sailing or turning sailing, self-balancing is realized through the gravity, buoyancy and resistance of a ship body, and the method is suitable for seeking excited young people such as single yachts, motorboats and yachts due to overlarge motion range in the speed change/turning link of the ship and is not suitable for family yachts/pleasures for the old people/children to play together. In addition, for ships using multiple jet pumps, multiple propellers and the like as power sources, during starting or fast rowing, a strong driving force causes an obvious backward leaning phenomenon, and the high-front and low-back state affects stable riding on one hand, and on the other hand, the power sources need to provide large vertical and upward component force, so that the output in the horizontal direction is reduced, and the overall speed is reduced. Therefore, it is necessary to find a method for effectively solving the problem of self-adjustment to a stable sailing state in the rowing process of the ship.
Disclosure of Invention
In order to solve the technical problems pointed out above, the utility model discloses an automatic adjusting device for a ship propeller thruster, which can assist a ship to flexibly and quickly adjust to the aim of stable navigation in the rowing process.
The utility model adopts the following technical scheme: an automatic adjusting device of a ship propeller thruster comprises a ship body, wherein a control system, a communication module, a monitoring module, a power module and a direction adjusting module are arranged in the ship body; the control system, the communication module and the monitoring module are communicated with each other; the control system is respectively connected with the power module and the direction adjusting module;
the power module comprises a storage battery, an intelligent rudder and a propeller;
the storage battery is arranged in the ship body and provides electric energy for the control system, the communication module, the monitoring module, the intelligent rudder, the propeller and the direction adjusting module; the storage battery can be charged by commercial power or a solar cell panel;
the monitoring module can acquire state information of the ship body, the power module and the direction adjusting module, particularly attitude information of the ship body, and sends the state information to the control system in real time; the communication module can provide a channel for external data interaction for the control system, and can send the data of the monitoring module and the instruction and data of the control system to the remote monitoring center and also can forward the data of the remote monitoring center to the control system;
the intelligent rudder is arranged in the hull, particularly on the inner side of the stern and connected with the propeller, and can control the rotating direction and power of the propeller, so that the whole hull can move forwards, backwards and/or turn;
the adjustment is to the module and installs additional between screw and the hull, steerable screw's the direction of exerting oneself to the navigation gesture of adjustment hull can realize that whole hull is steady to be rowed, and is concrete, transfers to the one end of module and fixes in the hull afterbody outside, and the screw is carried in the other end of transferring to the module.
Furthermore, the direction adjusting module comprises a spherical hinge, a columnar hinge, a steering rod and a hydraulic cylinder; the spherical hinge can be fixed on the outer side of the tail of the ship body, the cylindrical hinge can be hinged on the steering rod in a uniplanar rotation mode, the cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge, two ends of the double-hole cylindrical hinge are provided with mutually-perpendicular cylindrical holes, and the angle adjustment of a cross plane can be realized on a hinged object;
the head of the steering rod is connected to the outer side of the tail of the ship body through a spherical hinge, and a propeller is hung on the tail of the ship body;
two hydraulic cylinders are respectively arranged on two crossed planes taking the steering rod as an axis and are respectively named as a vertical hydraulic cylinder and a transverse hydraulic cylinder; the tail parts of the vertical hydraulic cylinder and the transverse hydraulic cylinder are respectively connected to the outer side of the tail part of the ship body through spherical hinges, the head part of the vertical hydraulic cylinder is connected to the middle front part of the steering rod through a single-hole columnar hinge, and the head part of the transverse hydraulic cylinder is connected to the middle front part of the steering rod through a double-hole columnar hinge; the vertical hydraulic cylinder, the transverse hydraulic cylinder and the steering rod form two crossed planes, so that a firm truss structure is formed among the vertical hydraulic cylinder, the transverse hydraulic cylinder, the steering rod, the spherical glue, the columnar hinge and the ship body; the vertical hydraulic cylinder is used for adjusting the vertical position of the tail part of the steering rod, and the transverse hydraulic cylinder is used for adjusting the transverse position of the tail part of the steering rod;
the hydraulic cylinder is an electric hydraulic cylinder, the control system can give an instruction to the hydraulic cylinder, and the hydraulic cylinder can change the stroke length of the hydraulic cylinder by executing the instruction;
the control system can give an instruction to the intelligent rudder, the intelligent rudder analyzes the instruction and then adjusts the rotating direction and power of the propeller, when the propeller rotates clockwise, forward thrust is generated, and the thrust is transmitted to the ship body through the steering rod, so that the ship body can be rowed forwards; when the propeller rotates anticlockwise, backward pulling force is generated, the pulling force is transmitted to the ship body through the steering rod, and therefore the ship body can be rowed backwards;
when the vertical hydraulic cylinder and the transverse hydraulic cylinder on the same steering rod act in a matching way, the pointing angle of the steering rod can be changed, so that the navigation attitude of the ship body can be adjusted,
when the steering rod is parallel to the longitudinal line of the ship body, the thrust/pull force generated by the propeller is parallel to the longitudinal line of the ship body, and the effect is that the ship body is pushed to slide forwards/backwards;
when the tail part of the steering rod moves downwards/upwards, thrust generated by the propeller is parallel to the longitudinal line of the ship body, and also generates corresponding upwards/downwards component force, so that the effect of lifting/pressing down the stern or lifting/pressing down one side of the ship body is achieved;
when the tail part of the steering rod moves leftwards/rightwards, the thrust generated by the propeller is parallel to the longitudinal line of the ship body, and besides, the thrust also can generate component force corresponding to the right/left direction, so that the ship body can be turned leftwards/rightwards.
Furthermore, the direction adjusting module also comprises a linkage rod;
the left side of the tail of the ship body is provided with a steering rod which is correspondingly named as a left steering rod, and a propeller carried by the left steering rod is named as a left propeller;
the right side of the tail part of the ship body is provided with a steering rod which is correspondingly named as a right steering rod, and a propeller which is mounted on the right steering rod is named as a right propeller;
the left steering rod and the right steering rod are arranged by taking the longitudinal axial plane of the ship body as a symmetrical plane;
the intelligent rudder can push the ship to move forwards when driving the propeller to rotate forwards, can push the ship to move linearly when the left propeller and the right propeller have the same output, and can realize differential steering of the ship when the left propeller and the right propeller have different outputs;
one end of the linkage rod is connected to the middle front part of the left steering rod through a double-hole columnar hinge, and the other end of the linkage rod is connected to the middle front part of the right steering rod through a double-hole columnar hinge.
Further, the monitoring module comprises a micro gyroscope, a GPS navigator and a displacement sensor;
the miniature gyroscopes are arranged at one or more positions inside the ship body and used for monitoring the attitude information of the ship body, and the miniature gyroscopes comprise six degrees of freedom of the ship body: inclination, velocity and acceleration of yaw, pitch, bow, roll, pitch, heave;
the GPS navigator is embedded in the control system and used for monitoring the position, the navigational speed and the course of the ship body;
the displacement sensor is arranged in the hydraulic cylinder and can monitor the extending length of the hydraulic cylinder.
Further, a manual button and an automatic button which are connected with a control system are arranged in the ship body, and the manual button and the automatic button are arranged in a cab in the ship body;
the manual button can trigger a manual adjusting mode of the control system, so that a driver can conveniently input an angle control instruction to the control system manually, the angle in the angle control instruction is an angle corresponding to the posture of the ship body and comprises a front inclination angle, a rear elevation angle, a left skew angle and a right skew angle, specifically, the driver issues the angle control instruction through monitoring equipment in a cockpit or a remote monitoring center, the control system of the ship analyzes the angle control instruction to generate a corresponding angle adjusting instruction, then the control system issues the angle adjusting instruction to the steering module, and the angle in the angle adjusting instruction is an angle of the steering rod relative to the longitudinal line of the ship body;
the automatic button can trigger an automatic adjusting mode of the control system, so that the control system can automatically generate an angle adjusting instruction according to monitoring information of the monitoring module and send the angle adjusting instruction to the direction adjusting module;
when the ship is in an initial state, the manual button and the automatic button are both in a disconnected state; when the manual button is in a closed state, no matter the automatic button is in a closed state or an open state, the ship directly enters a manual adjusting mode and only responds to a manually input angle control instruction; when the manual button is in an off state and the automatic button is in a closed state, the ship can enter an automatic adjusting mode, and automatically produce and execute an angle adjusting instruction according to monitoring information; when the manual button and the automatic button are both in an off state, the steering module is locked, the direction of the steering rod is unchanged, and the angle steering cannot be carried out.
Furthermore, the direction adjusting module also comprises a rotatable guide plate and a rotating motor which is arranged in a matched mode, the guide plate is arranged on the linkage rod, the initial state of the guide plate is a horizontal arrangement state, and the control system is connected with and can control the rotating motor; in the forward rowing process of the ship body, when the ship body tilts forwards, the control system starts the rotary motor to drive the guide plate to tilt upwards to press the tail part of the ship body downwards so as to inhibit the forward tilting phenomenon of the ship body, and when the ship body tilts backwards, the control system starts the rotary motor to drive the guide plate to press downwards so as to lift the tail part of the ship body upwards so as to inhibit the backward tilting phenomenon of the ship body;
the direction adjusting module also comprises a vertical nozzle arranged in the middle of the linkage rod, and a water spraying motor and a water spraying paddle are arranged in the vertical nozzle; when the water spraying motor drives the water spraying paddle to rotate clockwise, the vertical nozzle sprays water upwards, the tail of the ship body can be pressed downwards, and the phenomenon that the ship body inclines forwards is inhibited; when the water spraying motor drives the water spraying paddle to rotate anticlockwise, the vertical nozzle sprays water downwards to lift the tail of the ship body upwards, and the phenomenon that the ship body tilts backwards is restrained.
Furthermore, the anti-shake ball is hoisted at the top of the ship body, so that the phenomenon that the ship body shakes and shakes repeatedly can be inhibited.
In summary, the present invention has the following advantages.
1. The direction-adjusting module is simple in structure, convenient to install and convenient to maintain, after the control system activates the direction-adjusting module, bad postures of head raising, head lowering, left side inclining, right side inclining and the like can be restrained when a ship body travels, closed-loop feedback adjustment control can be achieved between the control system and the direction-adjusting module, direction-adjusting instructions can be rapidly and accurately completed, and therefore high-level stable navigation of the ship is achieved.
2. The vertical hydraulic cylinder, the transverse hydraulic cylinder and the steering rod form two crossed planes, so that a firm truss structure is formed among the vertical hydraulic cylinder, the transverse hydraulic cylinder, the steering rod, the spherical rubber, the columnar hinge and the ship body, and the vibration sense of the propeller is reduced;
3. the linkage rod strengthens the connection relation between the left steering rod and the right steering rod, so that the vibration and the shaking of the left steering rod and the right steering rod can be reduced, and the left steering rod and the right steering rod can be guided to synchronously change the pointing angles; and the stable adjustment process of the ship body is accelerated by arranging a guide plate and/or a vertical nozzle on the linkage rod; or the anti-shake ball is arranged at the top of the ship body, so that repeated shaking and shaking phenomena in the stable adjustment process of the ship body are inhibited.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments of the present invention will be briefly described below. It is obvious that the drawings described below are only some embodiments of the utility model, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
Fig. 1 is a view showing an overall structure of a ship in example 1.
Fig. 2 is a schematic view of the configuration and connection of the ship equipment in embodiment 1.
Fig. 3 is an overall structure view of the ship in example 1 after the top cover is hidden.
Fig. 4 is a structural diagram of the direction-adjusting module in the embodiment 1 when the direction-adjusting module is displayed in isolation.
FIG. 5 is a view showing the rectangular hinge of a single hole in isolation according to example 1.
FIG. 6 is a schematic diagram of the rectangular double-hole hinge of example 1 shown in isolation.
FIG. 7 is a view showing a direction-adjusting module in example 2 in isolation with a guide plate and a vertical nozzle.
Fig. 8 is a structural view of the guide plate and the rotary electric machine provided in association with the guide plate in the embodiment 2 in isolation.
FIG. 9 is a structural view of the vertical nozzle in example 2 shown in isolation.
Fig. 10 is an overall structure view of the anti-shake ball for hoisting a ship in embodiment 3.
Fig. 11 is a structural view of an isolated display of the anti-shake ball hoisted on the mast in embodiment 3.
Wherein, 1-ship hull; 2-a control system; 3-a communication module; 4-a monitoring module; 5-a power module; 6-direction adjusting module; 7-remote monitoring center; 8-mast; 201-manual button; 202-automatic button; 401-micro gyroscope; 402-a GPS navigator; 403-a displacement sensor; 501-storage battery; 502-smart rudder; 503-a propeller; 601-spherical hinge; 604-hydraulic cylinder; 605-a gangbar; 606-single hole rectangular hinge; 607-double-hole rectangular hinge; 608-vertical hydraulic cylinder; 609-transverse hydraulic cylinder; 610-left steering column; 611-right steering column; 612-left propeller; 613-right side propeller; 614-a guide plate; 615-rotating electrical machines; 616-vertical nozzle; 617-water spraying motor; 618-water-spraying paddle; 619-anti-shake ball.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.
In the description of the present invention, the positional relationships indicated are those based on the drawings, and are for convenience of description only and do not require the utility model to be necessarily constructed and operated in a particular orientation, and thus should not be construed as limiting the utility model.
In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
Example 1:
as shown in fig. 1 to 6, an embodiment 1 of the present invention provides an automatic adjustment device for a propeller of a ship, where the automatic adjustment device is applicable to a ship, including: pleasure boats/ships, smart boats, unmanned boats, and amphibious boats.
The automatic adjusting device for the ship propeller thruster comprises a ship body 1, wherein a control system 2, a communication module 3, a monitoring module 4, a power module 5 and a direction adjusting module 6 are arranged in the ship body 1; the control system 2, the communication module 3 and the monitoring module 4 are communicated with each other; the control system 2 is respectively connected with the power module 5 and the direction adjusting module 6; the control system 2 is an embedded control box containing MPU, can be installed in a cab of the ship body 1, is provided with a plurality of groups of input/output interfaces, can store and forward data, and can carry out operation according to the received or stored data;
the power module 5 comprises a storage battery 501, an intelligent rudder 502 and a propeller;
the storage battery 501 is a 12V200Ah marine lead-acid storage battery 501 with the model of 'sail 6-QW-200', is arranged inside the ship body 1, can be specifically arranged in an equipment cabin of the ship body 1, and provides power energy for the control system 2, the communication module 3, the monitoring module 4, the intelligent rudder 502, the propeller and the direction adjusting module 6; the storage battery 501 can be charged by commercial power or a solar panel;
the monitoring module 4 can acquire state information of the ship body 1, the power module 5 and the direction-adjusting module 6, particularly attitude information of the ship body 1, and sends the state information to the control system 2 in real time;
the communication module 3 can provide a communication channel for external data interaction for the control system 2, and the communication module 3 can send data of the monitoring module 4 and instructions and data of the control system 2 to the remote monitoring center 7 and can also forward data of the remote monitoring center 7 to the control system 2; the communication module 3 specifically comprises a digital radio station, a map transmission radio station and/or a satellite radio station;
the intelligent rudder 502 is installed inside the ship body 1, specifically, on the inner side of the stern, and is connected with the propeller, so that the rotation direction and power of the propeller can be controlled, and the whole ship body 1 can move forward, backward and/or turn;
transfer to module 6 and install additional between screw and hull 1, steerable screw's the direction of exerting oneself to the navigation gesture of adjustment hull 1 realizes that whole hull 1 steadily rows, and is specific, transfers to module 6 and carries in the stern outside of hull 1, and the screw is carried in the tail end of transferring to module 6.
In this embodiment, the direction adjusting module 6 includes a spherical hinge 601, a cylindrical hinge, a steering rod and a hydraulic cylinder; the spherical hinge 601 can be fixed on the outer side of the tail of the ship body 1, the cylindrical hinge can be hinged on the steering rod in a single-plane rotating mode, the cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge, two ends of the double-hole cylindrical hinge are provided with mutually perpendicular cylindrical holes, and the angle adjustment of a cross plane can be achieved for hinged objects;
the head of the steering rod is connected to the outer side of the tail of the ship body 1 through a spherical hinge 601, and a propeller is hung on the tail of the ship body 1;
two intersecting planes taking the steering rod as an axis are respectively provided with a hydraulic cylinder, in the embodiment, the two intersecting planes are mutually vertical, one intersecting plane is parallel to the longitudinal plane of the ship body 1, the hydraulic cylinder arranged on the intersecting plane is named as a vertical hydraulic cylinder 608, and the hydraulic cylinder vertically corresponding to the vertical hydraulic cylinder is named as a transverse hydraulic cylinder 609; the tail parts of the vertical hydraulic cylinder 608 and the transverse hydraulic cylinder 609 are respectively connected to the outer side of the tail part of the ship body 1 through a spherical hinge 601, the head part of the vertical hydraulic cylinder 608 is connected to a point 85% of the middle front part of the steering rod through a single-hole columnar hinge, and the head part of the transverse hydraulic cylinder 609 is connected to a point 85% of the middle front part of the steering rod through a double-hole columnar hinge; namely, the vertical hydraulic cylinder 608, the transverse hydraulic cylinder 609 and the steering rod form two crossed planes, so that a firm truss structure is formed among the vertical hydraulic cylinder 608, the transverse hydraulic cylinder 609, the steering rod, the spherical glue, the columnar hinge and the ship body 1; the vertical hydraulic cylinder 608 is used for adjusting the vertical position of the tail part of the steering rod, and the transverse hydraulic cylinder 609 is used for adjusting the transverse position of the tail part of the steering rod;
the hydraulic cylinder is an electric hydraulic cylinder, the control system 2 can give an instruction to the hydraulic cylinder, and the hydraulic cylinder changes the stroke length of the hydraulic cylinder by executing the instruction;
the control system 2 can give an instruction to the intelligent rudder 502, the intelligent rudder 502 can adjust the rotating direction and power of the propeller after analyzing the instruction, forward thrust is generated when the propeller rotates clockwise, and the thrust is transmitted to the ship body 1 through the steering rod, so that the ship body 1 can move forwards; when the propeller rotates anticlockwise, backward pulling force is generated, the pulling force is transmitted to the ship body 1 through the steering rod, and therefore the ship body 1 can move backwards;
when the vertical hydraulic cylinder 608 and the horizontal hydraulic cylinder 609 act in cooperation on the same steering rod, the pointing angle of the steering rod can be changed, so that the sailing attitude of the hull 1 can be adjusted, specifically,
when the steering rod is parallel to the longitudinal line of the ship body 1, the thrust/pull force generated by the propeller is parallel to the longitudinal line of the ship body 1, and the effect is that the ship body 1 is pushed to slide forwards/backwards;
when the tail part of the steering rod moves downwards/upwards, thrust generated by the propeller is parallel to the longitudinal line of the ship body 1, and also generates corresponding upward/downward component force, so that the effect is that the stern can be lifted up/pressed down, or one side of the ship body 1 can be lifted up/pressed down;
when the tail part of the steering rod moves leftwards/rightwards, the thrust generated by the propeller is parallel to the longitudinal line of the ship body 1, and besides, the thrust also generates component force corresponding to the rightwards/leftwards, so that the ship body 1 can turn leftwards/rightwards.
In this embodiment, the tail of the hull 1 is provided with two steering rods, and the direction adjusting module 6 further comprises a linkage rod 605;
a steering rod is arranged on the left side of the tail of the ship body 1 and correspondingly named as a left steering rod 610, and a propeller mounted on the left steering rod 610 is named as a left propeller 612;
a steering rod is arranged on the right side of the tail part of the ship body 1 and is correspondingly named as a right steering rod 611, and a propeller mounted on the right steering rod 611 is named as a right propeller 613;
the left steering rod 610 and the right steering rod 611 are installed by taking the longitudinal axial plane of the ship body 1 as a symmetrical plane;
the intelligent rudder 502 drives the propeller to rotate forward, so that the ship can be pushed to move forward, when the left propeller 612 and the right propeller 613 have the same output, the ship can be pushed to move linearly, and when the left propeller 612 and the right propeller have different output, the differential steering of the ship can be realized;
one end of the linkage rod 605 is connected to 85% of the middle front part of the left steering rod 610 through a double-hole columnar hinge, the other end of the linkage rod 605 is connected to 85% of the middle front part of the right steering rod 611 through a double-hole columnar hinge, the hanging distance of the left steering rod 610 and the right steering rod 611 on the tail part of the ship body 1 is equal to the length of the linkage rod 605, namely, the left steering rod 610, the linkage rod 605, the right steering rod 611 and the connection points of the left steering rod 610, the right steering rod 611 and the connection points of the right steering rod 611 on the tail part of the ship body 1 form a parallelogram truss structure, and the specific shape is determined by the extension length of the transverse hydraulic cylinder 609; the middle front part of the steering rod is correspondingly provided with a cylindrical interface which can be sleeved with the single-hole cylindrical hinge and/or the double-hole cylindrical hinge, so that the rotatable hanging of the single-hole cylindrical hinge and/or the double-hole cylindrical hinge is ensured.
In this embodiment, the monitoring module 4 includes a micro gyroscope 401, a GPS navigator 402, and a displacement sensor 403;
the micro gyroscope 401 is arranged in a cab inside the ship body 1 and is used for monitoring attitude information of the ship body 1, wherein the attitude information comprises inclination angles, speeds and accelerations of swaying, surging, yawing, rolling, pitching and heaving of the ship body 1 in six degrees of freedom;
the GPS navigator 402 is embedded in the control system 2 and used for monitoring the position, the navigational speed and the course of the ship body 1;
the displacement sensor 403 is disposed inside the hydraulic cylinder and can monitor the extended length of the hydraulic cylinder.
In this embodiment, a manual button 201 and an automatic button 202 connected to the control system 2 are disposed in the hull 1, and the manual button 201 and the automatic button 202 are mounted in a cab inside the hull 1, specifically on the top of a control box;
the manual button 201 can trigger a manual adjustment mode of the control system 2, so that a driver can manually input an angle control instruction to the control system 2 at an overhead control end, wherein the angle in the angle control instruction is an angle corresponding to the posture of the ship body 1 and comprises a forward inclination angle, a rear elevation angle, a left skew angle and a right skew angle, specifically, the driver issues the angle control instruction through monitoring equipment in a cockpit or a remote monitoring center 7, the control system 2 of the ship analyzes the angle control instruction to generate a corresponding angle adjustment instruction, then the control system 2 issues the angle adjustment instruction to the steering module 6, and the angle in the angle adjustment instruction is an angle of a steering rod relative to a longitudinal line of the ship body 1;
the automatic button 202 can trigger an automatic adjustment mode of the control system 2, so that the control system 2 can automatically generate an angle adjustment instruction according to the monitoring information of the monitoring module 4 and issue the angle adjustment instruction to the direction adjustment module 6;
when the ship is in an initial state, the manual button 201 and the automatic button 202 are both in an off state; when the manual button 201 is in a closed state, no matter the automatic button 202 is in a closed state or an open state, the ship directly enters a manual adjusting mode and only responds to a manually input angle control instruction; when the manual button 201 is in an off state and the automatic button 202 is in a closed state, the ship can enter an automatic adjusting mode, and automatically produce and execute an angle adjusting instruction according to monitoring information; when the manual button 201 and the automatic button 202 are both in the off state, the steering module 6 is locked, the direction of the steering rod is kept unchanged, and the angle steering cannot be performed.
Before the actual direction-adjusting operation, a stable characteristic library of the ship is established, and the manufacturing method comprises the following contents.
According to the physical characteristics of the weight, the gravity center, the draft, the resistance and the like of the ship body 1, a simulation experiment is carried out when the ship body 1 is designed to obtain the navigational speed range and the inclination angle range of the ship, wherein factors influencing different inclination angles formed when the ship navigates mainly comprise water resistance and wind resistance, the water resistance can cause the vertical inclination angle of a bow when the ship body 1 navigates linearly and comprises the forward inclination angle and the backward inclination angle of the ship body 1, the transverse inclination angle of a skew ship can be caused when the ship body 1 navigates in a turning mode and comprises the left inclination angle and the right inclination angle of the ship body 1, the wind resistance can cause the vertical inclination angle and/or the transverse inclination angle according to the difference of wind directions, and in order to eliminate the adjustment angle value of a corresponding propeller required by the inclination angle under the navigational speed condition, corresponding parameters under the stable navigation requirement are determined;
the corresponding parameters comprise the initial length and the target length of the horizontal hydraulic cylinder 609 and the vertical hydraulic cylinder 608 on each steering rod, namely the initial pointing angle and the target pointing angle of the steering rod, the initial navigational speed and the inclination angle of the ship body 1, the initial power and the target power of the propeller can be determined, in order to realize the stable navigation of the ship body 1, the angles required to be adjusted under different power conditions of the propeller are different, after the angle of the propeller is adjusted, if the target navigational speed of the ship body 1 is to be maintained, the ship also needs to adjust the propeller to the target power, the angle and the power of the propeller are repeatedly finely adjusted, and the stable course is finally realized under the requirement of navigational speed.
The attitude data of the ship body 1 is monitored, the current navigational speed and the inclination angle of the ship body 1 are determined, and the extension length of a hydraulic cylinder in the steering module 6 is controlled, so that the pointing angle of the steering rod is changed, the ship body 1 is debugged to the attitude of stable navigation in the starting or rowing process, the final pointing angle of the steering rod at the moment is recorded, and the target pointing angle can be used as a reference target pointing angle in actual navigation.
The above parameters may be characterized by an array comprising [ W, X, V, H, Z, L1, L2, R1, R2, N1, N2], respectively represented as: w-the weight of the whole ship, X-the position of the center of gravity of the ship body 1, V-the speed, H-the transverse inclination angle, Z-the longitudinal inclination angle, L1-the extension length of the vertical hydraulic cylinder 608 on the left steering rod 610, L2-the extension length of the transverse hydraulic cylinder 609 on the left steering rod 610, R1-the extension length of the vertical hydraulic cylinder 608 on the right steering rod 611, R2-the extension length of the transverse hydraulic cylinder 609 on the right steering rod 611, N1-the output of the left propeller 612 and N2-the output of the right propeller 613; wherein [ W, X ] is inherent characteristic parameter of the ship, [ V, H, Z ] is navigation parameter of the ship, [ L1, L2, R1, R2, N1, N2] is direction-adjusting parameter of the ship.
After multiple experiments, each obtained parameter corresponds to a range interval, the range interval can be dispersed into a plurality of sections of data, and the more the number of the discrete sections of the parameter is, the finer the corresponding parameter regulation and control is; the following description will take an example in which the cruising speed V is dispersed into 16 segments, the lateral inclination angle H is dispersed into 8 segments, and the longitudinal inclination angle Z is dispersed into 16 segments.
Parameter V is 1 navigational speed of hull, including forward speed, retreat speed, left translation speed and right translation speed, divide 1 each direction navigational speed of hull according to the maximum speed of design, because the maximum value of forward speed will obviously be greater than retreat speed to be far away than left translation speed and right translation speed, so divide forward speed into 8 sections, retreat speed divides 4 sections, left translation speed divides into 2 sections, right translation speed divides into 2 sections, every section corresponds the average value of getting, corresponds respectively and is: v1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13, V14, V15, V16 for 16 discrete values.
The parameter H is a transverse inclination angle of the ship body 1, and comprises a left distortion angle and a right distortion angle, the actual transverse inclination angle of the ship body 1 is divided into 8 sections according to a designed transverse maximum allowable inclination angle value, each section is correspondingly averaged, namely, the left distortion angle is 0-25% corresponding to H1, the left distortion angle is 25-50% corresponding to H2, the left distortion angle is 50-75% corresponding to H3, the left distortion angle is 75-100% corresponding to H4, the right distortion angle is 0-25% corresponding to H5, the right distortion angle is 25-50% corresponding to H6, the right distortion angle is 50-75% corresponding to H7, and the right distortion angle is 75-100% corresponding to H8; the left skew angle corresponds to the phenomenon that the left side of the ship body 1 inclines downwards and the right side tilts upwards, and the ship body 1 can be restored to be balanced only by strengthening the supporting force of the left side; the right skew angle corresponds to the phenomenon that the left side of the ship body 1 tilts up and the right side tilts down, and the ship body 1 can be restored to balance only by strengthening the supporting force of the right side;
the parameter Z is the longitudinal inclination angle of the ship body 1 and comprises a front inclination angle and a back inclination angle, the actual longitudinal inclination angle of the ship body 1 is divided into 16 sections according to the designed maximum longitudinal allowable inclination angle value, each section is correspondingly averaged, namely the front inclination angle is 0-12.5% corresponding to Z1, the front inclination angle is 12.5-25% corresponding to Z2, the front inclination angle is 25-37.5% corresponding to Z3, the front inclination angle is 37.5-50% corresponding to Z4, the front inclination angle is 50-62.5% corresponding to Z5, the front inclination angle is 62.5-75% corresponding to Z6, the front inclination angle is 75-87.5% corresponding to Z7, the front inclination angle is 87.5-100% corresponding to Z8, the back inclination angle is 0-12.5% corresponding to Z9, the back inclination angle is 12.5-25% corresponding to Z10, the back inclination angle is 25-37.5% corresponding to Z11, the back inclination angle is 37.5-50% corresponding to Z12, the back inclination angle is 50% corresponding to 50.5-62.7375%, and the back inclination angle is 5% corresponding to Z14.75% corresponding to Z387, The backward elevation angle is 75-87.5% corresponding to Z15, and the backward elevation angle is 87.5-100% corresponding to Z16; the phenomenon corresponding to the forward inclination angle is that the ship head of the ship body 1 is draught, the ship tail is tilted, and the ship body 1 can be restored to balance only by pressing the ship tail downwards; the phenomenon corresponding to the rear elevation angle is that the bow of the ship body 1 is tilted, the stern of the ship body 1 has water, and the ship body 1 can be restored to balance only by jacking the stern upwards;
recording the inherent characteristic parameters [ W, X ] and the navigation parameters [ V, H, Z ] in a segmented state in correspondence with direction-adjusting parameters [ L1, L2, R1, R2, N1 and N2] which are monitored in experiments and can enable the ship body 1 to recover stable navigation to form a stable feature library; the data combination is large, the control system 2 can drive the ship body 1 to navigate, the frequency and the effect are adjusted according to the ship body 1 for recovering stable navigation, the stable characteristic library during starting and low-speed navigation can be further refined, and therefore the fine adjustment requirement of the lake inland pleasure boat on stable navigation is better met.
And storing/updating the stable characteristic library into a memory of the control system 2, wherein in the sailing process of the ship, the control system 2 receives an angle control instruction manually input in a manual adjustment mode or an angle adjustment instruction automatically generated in an automatic adjustment mode, and the control system 2 queries the stable characteristic library according to specific parameters [ W, X ] and [ V, H, Z ] in the angle control instruction or the angle adjustment instruction to obtain a direction adjustment instruction [ L1, L2, R1, R2, N1, N2], namely the control system 2 sends an initial direction adjustment instruction to the direction adjustment module.
The method specifically realizes that the ship can be automatically adjusted to be stably rowed in the rowing process, and comprises the following steps:
the method comprises the following steps: in an initial state, inputting the weight and gravity center information of the ship body 1 into a memory of the control system 2, setting the manual button 201 to be off, and setting the automatic button 202 to be on, so that the ship is in an automatic adjusting mode; the control system 2 gives an instruction to the intelligent rudder 502, starts the propeller to rotate, and pushes the ship body 1 to move in the water area;
step two: the monitoring module 4 uploads the state information of the ship body 1 to the control system 2 in real time, wherein the state information comprises ' inclination angles, speeds and accelerations of rolling, surging, yawing and heaving ', the position, the navigation speed and the course of the ship body 1 and the extending lengths of all hydraulic cylinders '; the control system 2 extracts navigation parameters [ V, H, Z ];
step three: the control system 2 queries the stationary feature library to obtain an initial steering command [ L1, L2, R1, R2, N1, N2], i.e., a target value for adjusting the hydraulic cylinder corresponding to the left steering rod 610, the hydraulic cylinder corresponding to the right steering rod 611, the left propeller 612 and the right propeller 613 for achieving stationary sailing of the hull 1;
step four: the steering module 6 obtains an initial steering command of the control system 2, that is, the target extension length of the vertical hydraulic cylinder 608 on the left steering rod 610 is L1, the target extension length of the horizontal hydraulic cylinder 609 on the left steering rod 610 is L2, the target extension length of the vertical hydraulic cylinder 608 on the right steering rod 611 is R1, the target extension length of the horizontal hydraulic cylinder 609 on the right steering rod 611 is R2, the target output of the intelligent rudder 502 driving the left propeller 612 is N1, and the target output of the intelligent rudder driving the right propeller 613 is N2;
step five: when the hydraulic cylinders continuously adjust the extension length, the steering rods can be synchronously swung to a target pointing angle, when the displacement sensor 403 monitors that the error between the real-time extension length of the hydraulic cylinders and the target extension length reaches 1%, the corresponding hydraulic cylinders pause to act, and the rest hydraulic cylinders continue to act to the target extension length; then the intelligent rudder 502 continuously adjusts the propeller output to the target output, and the initial direction adjusting command [ L1, L2, R1, R2, N1, N2] is executed;
step six: after the initial direction adjusting instruction is executed, the boat body 1 is in a new rowing state after rowing for 30 s; the control system 2 skips to the step two and enters the next adjustment period until the ship finishes the navigation task;
wherein, when the control system 2 detects that the manual button 201 is set to be off and the automatic button 202 is set to be off, the direction-adjusting module 6 is locked.
Further, as the factors of wind wave/turbulence/personnel movement/speed adjustment can cause the ship body 1 to deviate from the adjustment target, a significant difference exists between the new rowing state and the stable rowing state, especially when the stability and the speed are both considered, the ship body 1 can shake back and forth between backward leaning and forward leaning or left leaning and right leaning, at this time, a feedback optimization link can be added in the control system 2 to prevent excessive adjustment or shaking, the control system 2 sends an optimization control instruction to the direction-adjusting module 6, the optimization control instruction is that after a direction-adjusting instruction [ L1, L2, R1, R2, N1, N2] is sent, the micro gyroscope 401 monitors the attitude information of the ship body in real time and feeds back to the control system 2, the control system 2 converts the inclination into the angle and the acceleration in the stable process, the propeller rotation power and the speed of the ship body 1 according to the 1, giving an optimized control instruction to the steering module 6; the optimized control command is usually calculated in real time by a fuzzy PID algorithm stored in the control system 2, and the specific algorithm content is the existing research result and is not detailed herein;
the control system 2 sends an optimized control instruction to the steering module 6, namely a displacement sensor 403 in a vertical hydraulic cylinder 608 on a left steering rod 610 monitors the extension length of the vertical hydraulic cylinder 608, a displacement sensor 403 in a transverse hydraulic cylinder 609 on a left steering rod 610 monitors the extension length of the transverse hydraulic cylinder 609 and feeds back the monitored value to the control system 2, the control system 2 compares the monitored value with the steering instruction, synchronously, a displacement sensor 403 in a vertical hydraulic cylinder 608 on a right steering rod 611 monitors the extension length of the vertical hydraulic cylinder 608, a displacement sensor 403 in a transverse hydraulic cylinder 609 on a right steering rod 611 monitors the extension length of the transverse hydraulic cylinder 609 and feeds back the monitored value to the control system 2, the control system 2 compares the monitored value with the steering instruction, compares the current navigational speed with a target navigational speed, and then sends out a revised steering instruction until the left steering rod 610 and the right steering rod 611 reach a target directional angle, thereby realizing direction-adjusting feedback control; the pointing angles of the steering rods correspond to the extension lengths of the corresponding vertical hydraulic cylinders 608 and the corresponding transverse hydraulic cylinders 609 one by one.
Corresponding to the numerical value of each parameter in the direction adjusting command [ L1, L2, R1, R2, N1 and N2], setting a threshold value in a certain range, and assisting the direction adjusting module 6 to gradually realize the total target of adjustment; specifically, when the control error of the vertical hydraulic cylinder 608 on the left steering rod 610 is smaller than a set threshold, the control system 2 determines that the vertical hydraulic cylinder 608 on the left steering rod 610 reaches a target extension length, and then locks the vertical hydraulic cylinder 608 until a new steering command, and synchronously, when the control error of the horizontal hydraulic cylinder 609 on the left steering rod 610 is smaller than the set threshold, the control system 2 determines that the horizontal hydraulic cylinder 609 on the left steering rod 610 reaches the target extension length, and then locks the horizontal hydraulic cylinder 609 until the new steering command; synchronously, when the control error of the vertical hydraulic cylinder 608 on the right steering rod 611 is smaller than a set threshold value, the control system 2 determines that the vertical hydraulic cylinder 608 on the right steering rod 611 reaches a target extension length, and then locks the vertical hydraulic cylinder 608 until a new steering command, and synchronously, when the control error of the horizontal hydraulic cylinder 609 on the right steering rod 611 is smaller than a set threshold value, the control system 2 determines that the horizontal hydraulic cylinder 609 on the right steering rod 611 reaches the target extension length, and then locks the horizontal hydraulic cylinder 609 until a new steering command; when the control error of the rotation power of the left propeller 612 is smaller than a set threshold, the intelligent rudder 502 feeds back the output of the left propeller 612 to the control system 2, the control system 2 determines that the left propeller 612 reaches a target output value, then locks the output of the left propeller 612 until a new steering instruction, and is synchronous, when the control error of the rotation power of the right propeller 613 is smaller than the set threshold, the intelligent rudder 502 feeds back the output of the right propeller 613 to the control system 2, the control system 2 determines that the right propeller 613 reaches the target output value, and then locks the output of the right propeller 613 until the new steering instruction; thereby realizing direction-adjusting feedback control.
The feedback optimization link in the control system 2 is set after the ship executes the initial direction adjusting instruction, the feedback of the monitoring module 4 is real-time feedback, and the control system 2 can perform one or more feedback optimization links as required; when the required error between the stable state of the ship and the target stable state is smaller than a threshold value, or the attitude change amplitude and/or the intensity of the ship body 1 is smaller than the threshold value, the control system 2 issues a direction-regulating stopping instruction, and thus, the whole direction-regulating action of the ship is finished.
Example 2:
in embodiment 1, the process of activating the direction-adjusting module 6 for realizing stable rowing of the ship under the ordinary environment is described, but in the special complex water area environment, the period for realizing stable rowing of the ship body 1 through the direction-adjusting module 6 is long, and the aim of realizing stable rowing in turbulent flow is difficult to realize.
Given the above usage scenario, in conjunction with fig. 7-9, embodiment 2 provides an automatic adjustment device for a ship propeller used in a complex water environment based on embodiment 1.
As shown in fig. 7 and 8, the direction-adjusting module 6 of the automatic adjusting device for a ship propeller further includes a rotatable guide plate 614 and a rotating motor 615, the rotatable guide plate 614 is disposed on the linkage rod 605, the guide plate 614 is in a horizontal state, and the control system 2 is connected to and can control the rotating motor 615; in the forward rowing process of the ship body 1, when the ship body 1 tilts forward, the control system 2 starts the rotary motor 615 to drive the guide plate 614 to tilt upwards to press the tail part of the ship body 1 downwards to inhibit the forward tilting phenomenon of the ship body 1, and when the ship body 1 tilts backwards, the control system 2 starts the rotary motor 615 to drive the guide plate 614 to press downwards to lift the tail part of the ship body 1 upwards to inhibit the backward tilting phenomenon of the ship body 1; in which the angle and acceleration of the upward tilting/downward pressing of the deflector 614 are associated with the amplitude and acceleration of the forward tilting/backward tilting of the hull 1, new parameters [ J, a ] are added to the array [ W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the library of the stationary characteristics of embodiment 1, where J is the angle of upward tilting/downward pressing of the deflector 614, and a is the acceleration of upward tilting/downward pressing of the deflector 614, and the corresponding relationship is clarified by simulation experiments.
Further, in order to make the stable rowing of the hull 1 more controllable, as shown in fig. 7 and 9, the direction-adjusting module 6 further includes a vertical nozzle 616 disposed in the middle of the linkage rod 605, and a water-spraying motor 617 and a water-spraying paddle 618 are disposed in the vertical nozzle 616; when the water spraying motor 617 drives the water spraying paddle 618 to rotate clockwise, the vertical nozzle 616 sprays water upwards, the tail of the ship body 1 can be pressed downwards, and the forward tilting phenomenon of the ship body 1 is inhibited; when the water spraying motor 617 drives the water spraying paddle 618 to rotate anticlockwise, the vertical nozzle 616 sprays water downwards to lift the tail of the ship body 1 upwards, so that the phenomenon that the ship body 1 tilts backwards is inhibited; wherein the water spray direction and power of the vertical nozzles 616 are associated with the forward/backward tilting amplitude and acceleration of the hull 1, and new parameters [ F, N3] are added to the array [ W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the stationary characteristic library of embodiment 1, wherein F is the water spray direction of the vertical nozzles 616, N3 is the water spray power of the vertical nozzles 616, and the corresponding relationship is clarified through simulation experiments.
Example 3:
in the course of sailing on a pleasure boat, because the viscosity between the bottom of the boat body 1 and the water body is small, when the steering module 6 is activated to work, the boat disclosed in examples 1 and 2 is easy to shake in a forward/backward direction or a left/right direction, as shown in fig. 10 and 11, the anti-shake balls 619 can be hoisted on the top of the boat body 1 (specifically on the mast 8), repeated shaking and shaking of the boat body 1 can be suppressed, the weight and the installation height of the anti-shake balls 619 are related to the weight and the gravity center of the boat body 1, new parameters [ Z2, Z3] are added to the arrays [ W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the stability characteristic library of example 1, wherein Z2 is the weight of the anti-shake balls 619, Z3 is the installation height of the anti-shake balls, and the corresponding relation is clarified through simulation experiments;
in this embodiment, the height of the mast 8 of the ship body 1 is 1.5m, the weight of the whole ship body 1 is 2 tons, the off-line length of the anti-shake ball 619 is 30cm, the weight of the anti-shake ball 619 is 50kg, and the anti-shake ball 619 can be disguised into a lighting device through an embedded colored lamp to beautify the appearance of the ship.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (6)
1. The utility model provides a boats and ships screw propeller automatic regulating apparatus, includes hull (1), its characterized in that: a control system (2), a communication module (3), a monitoring module (4), a power module (5) and a direction adjusting module (6) are arranged in the ship body (1); the control system (2), the communication module (3) and the monitoring module (4) are communicated with each other; the control system (2) is respectively connected with the power module (5) and the direction adjusting module (6);
the power module (5) comprises a storage battery (501), an intelligent rudder (502) and a propeller;
the storage battery (501) is arranged in the ship body (1) and provides power energy for the control system (2), the communication module (3), the monitoring module (4), the intelligent rudder (502), the propeller and the direction adjusting module (6);
the monitoring module (4) can acquire state information of the ship body (1), the power module (5) and the direction adjusting module (6) and send the state information to the control system (2);
the communication module (3) can provide a channel for external data interaction for the control system (2);
the intelligent rudder (502) is arranged inside the ship body (1) and connected with the propeller, and can control the rotating direction and power of the propeller, so that the whole ship body (1) can go forward, go backward and/or turn;
the direction adjusting module (6) is additionally arranged between the propeller and the ship body (1) and can control the output direction of the propeller, so that the navigation attitude of the ship body (1) can be adjusted, and the whole ship body (1) can be stably rowed.
2. The automatic adjusting device of a marine propeller as claimed in claim 1, wherein:
the direction adjusting module (6) comprises a spherical hinge (601), a columnar hinge, a steering rod and a hydraulic cylinder; the spherical hinge (601) can be fixed on the outer side of the tail of the ship body (1), the cylindrical hinge can be hinged on the steering rod in a single-plane rotating mode, the cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge, and two ends of the double-hole cylindrical hinge are provided with mutually perpendicular cylindrical holes;
the head of the steering rod is connected to the outer side of the tail of the ship body (1) through a spherical hinge (601), and a propeller is mounted at the tail;
two hydraulic cylinders are respectively arranged on two crossed planes taking the steering rod as an axis and are respectively named as a vertical hydraulic cylinder (608) and a transverse hydraulic cylinder (609); the tail parts of the vertical hydraulic cylinder (608) and the transverse hydraulic cylinder (609) are respectively connected to the outer side of the tail part of the ship body (1) through a spherical hinge (601), the head part of the vertical hydraulic cylinder (608) is connected to the middle front part of the steering rod through a single-hole columnar hinge, and the head part of the transverse hydraulic cylinder (609) is connected to the middle front part of the steering rod through a double-hole columnar hinge; namely a firm truss structure is formed among a vertical hydraulic cylinder (608), a transverse hydraulic cylinder (609), a steering rod, spherical glue, a columnar hinge and a ship body (1), wherein the vertical hydraulic cylinder (608) is used for adjusting the vertical position of the tail part of the steering rod, and the transverse hydraulic cylinder (609) is used for adjusting the transverse position of the tail part of the steering rod;
when the propeller rotates clockwise/anticlockwise, forward thrust/backward pull is generated, and the thrust/pull is transmitted to the ship body (1) through the steering rod, so that the ship body (1) can move forwards/backwards;
when the vertical hydraulic cylinder (608) and the transverse hydraulic cylinder (609) on the same steering rod act in a matching way, the pointing angle of the steering rod can be changed, so that the navigation attitude of the ship body (1) is adjusted.
3. The automatic adjusting device of a marine propeller as claimed in claim 2, wherein: the direction adjusting module (6) also comprises a linkage rod (605);
a steering rod is arranged on the left side of the tail of the ship body (1) and is correspondingly named as a left steering rod (610), and a propeller mounted on the left steering rod (610) is named as a left propeller (612);
a steering rod is arranged on the right side of the tail of the ship body (1), the steering rod is correspondingly named as a right steering rod (611), and a propeller mounted on the right steering rod (611) is named as a right propeller (613);
when the left steering rod (610) and the right steering rod (611) are installed, the longitudinal axial plane of the ship body (1) is taken as a symmetrical plane;
one end of the linkage rod (605) is connected to the middle front part of the left steering rod (610) through a double-hole column type hinge, the other end of the linkage rod (605) is connected to the middle front part of the right steering rod (611) through a double-hole column type hinge, the hanging distance of the left steering rod (610) and the right steering rod (611) on the tail part of the ship body (1) is equal to the length of the linkage rod (605), namely the left steering rod (610), the linkage rod (605), the right steering rod (611) and the connection points of the left steering rod (610), the linkage rod (605) and the right steering rod (611) on the tail part of the ship body (1) form a parallelogram truss structure.
4. The automatic adjusting device of a marine propeller as claimed in claim 3, wherein: the monitoring module (4) comprises a micro gyroscope (401), a GPS navigator (402) and a displacement sensor (403);
the micro gyroscopes (401) are arranged at one or more positions in the ship body (1) and are used for monitoring the attitude information of the ship body (1);
the GPS navigator (402) is embedded in the control system (2) and is used for monitoring the position, the navigational speed and the course of the ship body (1);
the displacement sensor (403) is arranged inside the hydraulic cylinder and can monitor the extending length of the hydraulic cylinder;
a manual button (201) and an automatic button (202) which are connected with the control system (2) are arranged in the ship body (1);
the manual button (201) can trigger a manual adjusting mode of the control system (2), so that a driver can input an angle control instruction to the control system (2) manually, the control system (2) of the ship analyzes the angle control instruction to generate a corresponding angle adjusting instruction, and then the control system (2) sends the angle adjusting instruction to the direction adjusting module (6);
the automatic button (202) can trigger an automatic adjusting mode of the control system (2), so that the control system (2) can automatically generate an angle adjusting instruction according to monitoring information of the monitoring module (4) and issue the angle adjusting instruction to the direction adjusting module (6).
5. The automatic adjusting device of a marine propeller as claimed in claim 4, wherein:
the direction adjusting module (6) further comprises a rotatable guide plate (614) and a rotary motor (615) which is arranged in a matched mode, the guide plate (614) is arranged on the linkage rod (605), the guide plate (614) is in a horizontal arrangement state in an initial state, and the control system (2) is connected with and can control the rotary motor (615); in the forward rowing process of the ship body (1), when the control system (2) starts the rotating motor (615) to drive the guide plate (614) to tilt upwards, the tail of the ship body (1) can be pressed downwards to inhibit the forward tilting phenomenon of the ship body (1), and when the control system (2) starts the rotating motor (615) to drive the guide plate (614) to press downwards, the tail of the ship body (1) can be lifted upwards to inhibit the backward tilting phenomenon of the ship body (1);
the direction-adjusting module (6) also comprises a vertical nozzle (616) arranged in the middle of the linkage rod (605), and a water spraying motor (617) and a water spraying paddle (618) are arranged in the vertical nozzle (616); when the water spraying motor (617) drives the water spraying paddle (618) to rotate clockwise, the vertical nozzle (616) sprays water upwards, the tail of the ship body (1) can be pressed downwards, and the forward tilting phenomenon of the ship body (1) is inhibited; when the water spraying motor (617) drives the water spraying paddle (618) to rotate anticlockwise, the vertical nozzle (616) sprays water downwards to lift the tail of the ship body (1) upwards, and the phenomenon that the ship body (1) tilts backwards is inhibited.
6. The automatic adjusting device of a marine propeller as claimed in claim 5, wherein:
the anti-shake ball (619) is hoisted at the top of the ship body (1), so that the phenomenon that the ship body (1) shakes and shakes repeatedly can be inhibited.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115437387A (en) * | 2022-11-08 | 2022-12-06 | 中国船舶重工集团公司第七一九研究所 | Ship attitude control system based on human-machine engineering |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115437387A (en) * | 2022-11-08 | 2022-12-06 | 中国船舶重工集团公司第七一九研究所 | Ship attitude control system based on human-machine engineering |
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