WO2023240528A1

WO2023240528A1 - Ship propeller mounting bracket, ship propeller and ship

Info

Publication number: WO2023240528A1
Application number: PCT/CN2022/099132
Authority: WO
Inventors: 王强; 陶师正; 万小康
Original assignee: 广东逸动科技有限公司
Priority date: 2022-06-16
Filing date: 2022-06-16
Publication date: 2023-12-21
Also published as: CN115315387A

Abstract

The present application relates to the field of ships, and aims to solve the problem whereby known upturning structures may be accidentally released under the action of external interference force and thus cause safety risks. Provided are a ship propeller mounting bracket, a ship propeller and a ship. The ship propeller mounting bracket comprises a fixing base and a gear retainer. The fixing base defines a first engagement position and a second engagement position, which are spaced apart from each other. One end of the gear retainer is provided with a shaft, and the shaft can be supported at the first engagement position or the second engagement position; and the other end of the gear retainer is used for supporting a ship propeller body. When the shaft is supported at the first engagement position, the ship propeller body is supported in an overwater state; and when the shaft is supported at the second engagement position, the ship propeller body is supported in an underwater state. A side of a first surface of the fixing base defines a sliding trajectory; the shaft elastically abuts against the fixing base and can move along the sliding trajectory; and the sliding trajectory passes through the first engagement position and the second engagement position, and is not in the same plane. The present application has the beneficial effects of high usage safety and a good user experience.

Description

Marine propeller mounting bracket, marine propeller and ship

Technical field

This application relates to the field of ships, specifically to a ship propeller mounting frame, a ship propeller and a ship.

Background technique

In the known technology, the lifting release function of the marine propeller mainly uses chute and clamping point to limit the position. However, the structures that realize the lifting release function in these known technologies may cause the marine propeller to be affected by the bumps of the hull or other external interference forces. It may accidentally come out of the raised position or other positions under the influence, and the safety of use is relatively poor.

Contents of the invention

This application provides a marine propeller mounting frame, a marine propeller and a ship to solve the known problem that the warping structure may accidentally come out under the action of external interference forces, causing safety risks.

The embodiment of this application is implemented as follows:

In a first aspect, embodiments of the present application provide a marine propeller mounting bracket for installing the marine propeller body on a ship hull, including a fixed seat and a gear bracket. The fixed seat is used to be installed on the hull; the fixed seat defines a first and second spaced-apart clamping position;

One end of the gear bracket is provided with a shaft, the shaft can be supported in the first clamping position or the second clamping position, and the other end of the gear bracket is used to support the marine propeller fuselage. , and when the shaft is supported at the first clamping position, the marine propeller body is supported on the water, and when the shaft is supported at the second clamping position, the marine propeller The fuselage is supported underwater;

Wherein, the fixed seat has a first surface, and one side of the first surface defines a sliding track; the shaft member elastically resists the fixed seat along the axial direction and can move along the sliding track; The sliding trajectory passes through the first blocking position and the second blocking position, and the sliding trajectory is not on the same plane.

The marine propeller mounting bracket in the embodiment of the present application, combined with the elastic pressing of the shaft and the fact that the sliding trajectories are not on the same plane, makes the change of the shaft between different clamping positions need to overcome the damping provided by the elastic force, and thus This makes the marine propeller less susceptible to unexpected state changes due to external interference, improving the safety of use.

In one possible implementation:

The first surface is provided with a concave first gear groove; the bottom surface of the first gear groove includes a connected first surface segment and a second surface segment, and the sliding trajectory passes through the first surface segment. segment and the second surface segment; the first blocking position is located at the first surface segment, and the second blocking position is located at an end of the second surface segment away from the first surface segment;

The recessed depth of the first surface segment is greater than the recessed depth of the second surface segment.

In one possible implementation:

The first surface segment and the second surface segment are transitionally connected through a first transition surface segment, and the first transition surface segment and the second surface segment intersect obliquely.

In one possible implementation:

A partition wall is protruding from the bottom surface of the first gear slot, and the upper and lower ends of the partition wall are respectively spaced from the upper and lower ends of the slot side of the first gear slot; the sliding track surrounds the The partition wall settings described above.

In one possible implementation:

The groove bottom surface of the first gear groove also includes a third surface segment. The upper end of the third surface segment is transitionally connected to the higher end of the first surface segment through a second transition surface segment. The third surface segment The lower end of the surface segment is transitionally connected to the lower end of the second surface segment through a third transition surface segment.

In one possible implementation:

The sliding trajectory includes a first trajectory and a second trajectory;

The first trajectory is a path from the second blocking position to the first blocking position through the higher end of the second surface segment, the higher end of the first surface segment, and the lower end of the first surface segment. ;

The second trajectory is from the first blocking position through the higher end of the first surface segment, the second transition surface segment, the third surface segment, and the third transition surface segment to the lower end of the second surface segment. The path to the second card position at;

The first trajectory and the second trajectory are connected end to end to form the annular sliding trajectory.

In one possible implementation:

When the shaft member moves from the second blocking position to the first blocking position through the first trajectory, the marine propeller changes from an underwater state to an above-water state; the shaft member passes through the second trajectory When moving from the first blocking position to the second blocking position, the marine propeller changes from an above-water state to an underwater state.

In one possible implementation:

The second transition surface segment has one end close to the first face segment that is lower and one end close to the third face segment that is higher;

and / or,

The second transition surface section is a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side.

In one possible implementation:

The third transition surface is an inclined surface with a smaller concave depth at one end connected to the third surface segment and a larger concave depth at one end connected to the second surface segment.

In one possible implementation:

The fixed seat includes a first seat plate and a second seat plate that are spaced apart and opposite to each other. The first surface is the surface of the first seat plate corresponding to the second seat plate; the second seat plate corresponds to the third seat plate. The surface of the seat plate is a second surface, and the second surface is provided with a recessed second gear groove;

The shaft is disposed between the first seat plate and the second seat plate, and both axial ends of the shaft extend into the first gear slot and the second gear slot respectively. Inside.

In one possible implementation:

When the shaft member moves along the sliding track, one end of the shaft member corresponding to the groove bottom surface of the second gear groove does not contact the groove bottom surface of the second gear groove.

In one possible implementation:

The length of the shaft member is greater than the distance between the first surface and the second surface, and is less than or equal to the distance between the groove bottom surface of the first gear groove and the groove bottom surface of the second gear groove.

In one possible implementation:

The shape of the groove side of the second gear groove is the same as the shape of the groove side of the first gear groove.

In one possible implementation:

The shape of the groove side of the second gear groove is the same as the shape of the groove side of the first gear groove;

The shaft is disposed between the first seat plate and the second seat plate, and both axial ends of the shaft extend into the first gear slot and the second gear slot respectively. Inside;

The groove bottom surface of the second gear groove has a first corresponding surface corresponding to the first surface segment and a second corresponding surface corresponding to the second transition surface segment, and the second corresponding surface is connected to the first The corresponding surface is at the higher end;

The second corresponding surface is a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side.

In one possible implementation:

A corresponding transition surface segment is provided at one end of the first corresponding surface connected to the second corresponding surface for transitional connection between the first corresponding surface and the second corresponding surface.

In one possible implementation:

The gear bracket includes a bracket base, an elastic member and the shaft member;

One end of the card bracket is pivotally connected to the marine propeller body, and the other end is slidably installed with the shaft;

The elastic member is elastically supported between the card bracket seat and the shaft member, and exerts an elastic force in the axial direction on the shaft member, so that the shaft member is pressed against the first first member along the axial direction. The bottom surface of the gear slot.

In a second aspect, embodiments of the present application also provide a marine propeller, including a marine propeller body and the aforementioned marine propeller mounting bracket. The marine propeller body is connected to the gear bracket.

In one possible implementation:

The marine propeller fuselage includes a seat piece and a swing arm plate;

One end of the swing arm plate is fixedly connected to the seat member, and the other end extends in a direction away from the seat member and is rotatably connected to the fixed seat;

One end of the gear bracket is pivotally connected to the seat member, and the other end is provided with the shaft member.

In a third aspect, embodiments of the present application also provide a ship, including a hull and the aforementioned marine propeller. The marine propeller is installed on the hull and serves as a power system of the hull.

Description of the drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present application and therefore should not be viewed as The drawings are limited to the scope. For those of ordinary skill in the art, other relevant drawings can be obtained based on these drawings without exerting creative efforts.

Figure 1 is a schematic diagram of the use state of the ship according to an embodiment of the present application (the auxiliary propeller is in the water state);

Figure 2 is a schematic diagram of another usage state of the ship in Figure 1 (the auxiliary propeller is in an underwater state);

Figure 3 is a schematic diagram of the use state of the ship according to another embodiment of the present application (the propeller is in an underwater state);

Figure 4 is a schematic diagram of another usage state of the ship in Figure 3 (the propeller is on the water);

Figure 5 is a three-dimensional schematic diagram of a marine propeller according to an embodiment of the present application;

Figure 6 is a schematic plan view of the marine propeller of Figure 5;

Figure 7 is a partial structural diagram of the marine propeller in Figure 6;

Figure 8 is a partial structural schematic diagram of the marine propeller in Figure 6;

Figure 9 is a schematic structural diagram of the gear rack in Figure 6;

Figure 10 is a cross-sectional view of the gear bracket of Figure 6 along line A-A;

Figure 11 is a three-dimensional schematic diagram of the first seat plate in Figure 6;

Figure 12 is a schematic plan view of the first seat plate of Figure 1;

Figure 13 is a cross-sectional view of the first seat plate of Figure 12 along line B-B;

Figure 14 is an enlarged view of D in Figure 13;

Figure 15 is a frontal cross-sectional view of the first seat plate of Figure 12 along line C-C;

Figure 16 is an enlarged view of E in Figure 15;

Figure 17 is a three-dimensional schematic diagram of the second seat plate in Figure 6;

Figure 18 is a schematic plan view of the second seat plate of Figure 17;

FIG. 19 is a cross-sectional view of the second seat plate of FIG. 17 along line F-F.

Description of main component symbols:

Ships 200

Hull 210

Power system 220

Main thruster 221

Auxiliary thruster 222

Thruster 240

Marine propeller 100

Marine propeller body 110

Main body of the fuselage 111

Connecting shaft 111a

Chassis 111b

Underwater driving part 111c

Seat parts 112

Ear plate 112a

Swing arm plate 113

Marine propeller mounting bracket 300

Gear card holder 10

Card holder 11

Elastic parts 12

Shaft parts 13

Bushing 13a

Support plate 14

Horizontal axis 15

Fixed base 30

The first seat board 31

Parting wall 31a

Second seat board 32

Shaft 33

First gear slot C1

Second gear slot C2

The first hinge hole K1

Second hinge hole K2

Water surface L1

First surface P1

Second surface P2

Groove side P3,P4

Groove bottom P5,P6

Guidance surface P7

First support surface P8

The first noodle section P11

The second noodle section P12

The third noodle section P13

The first transition section P21

Second transition surface segment P22

The third transition section P23

Transition fillet P24

First corresponding surface P31

Second corresponding surface P32

Corresponding transition surface segment P33

Slip trajectory S1

The first track S11

Second track S12

The first card slot is W1

Second card slot W2

Stuck Points W3

Horizontal direction

Vertical direction Y

Detailed ways

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all of the embodiments.

It should be noted that when an element is referred to as being "fixed" to another element, it can be directly on the other element or intervening elements may also be present. When an element is said to be "connected" to another element, it can be directly connected to the other element or there may also be intervening elements present. When an element is said to be "disposed on" another element, it can be directly located on the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right" and similar expressions are used herein for illustrative purposes only.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application applies. The terminology used herein in the description of the application is for the purpose of describing specific embodiments only and is not intended to limit the application. As used herein, the term "or/and" includes any and all combinations of one or more of the associated listed items.

Some embodiments of this application are described in detail. The following embodiments and features of the embodiments may be combined with each other without conflict.

Example

Referring to Figure 1, this embodiment provides a ship 200, which includes a hull 210 and a power system 220. The power system 220 is installed on the hull 210 and is used to drive the ship 200 to move. The power system 220 of the ship 200 in this embodiment includes a main thruster 221 and an auxiliary thruster 222. The number of the main thruster 221 and the auxiliary thruster 222 can be set as needed. Among them, the main thruster 221 refers to the thruster that mainly provides power, and the auxiliary thruster 222 refers to the thruster that only provides power in partial use situations (such as insufficient propulsion of the main thruster 221 alone or other situations). The main thruster 221 and the auxiliary thruster 222 may be the same or different in structure.

As shown in Figure 1, the auxiliary propeller 222 is movably installed on the hull 210 and remains above the water surface L1 during the normal operation of the ship 200 to reduce the resistance on the ship 200; when necessary, its propellers or other The underwater driving part is adjusted to provide driving force below the water surface L1 (see Figure 2). The main propeller 221 is fixedly installed at the lower part of the hull 210 and remains below the water surface L1 to provide driving force during normal operation of the ship 200 . The main propeller 221 may also adopt a movable structural form so as to move out of the water surface L1 to reduce water resistance when power is not required.

In another embodiment, referring to FIG. 3 , the ship 200 includes a hull 210 and a propeller 240 . The propeller 240 is movably installed on the hull 210 for driving the hull 210 to move. When the ship 200 is moving, see Figure 3, the propeller 240 is located below the water surface L1; when needed (such as when the ship 200 is docked or the water level is shallow or not used for a long time), the propeller 240 can be moved to above the water surface L1 ( (See Figure 4) to reduce water resistance or avoid collision between the propeller 240 and foreign objects.

Referring to FIGS. 5 to 19 , this embodiment provides a marine propeller 100 , used as the auxiliary propeller 222 shown in FIG. 1 or the propeller 240 shown in FIG. 3 .

Referring to FIGS. 5 and 6 , the marine propeller 100 in this embodiment can be installed on the ship hull 210 and is used to provide driving force to the ship 200 to push the ship 200 to move on the water.

The marine propeller 100 includes a marine propeller body 110 and a marine propeller mounting frame 300. The marine propeller mounting frame 300 is used to be installed on the ship hull 210. The marine propeller body 110 is installed on the marine propeller mounting frame 300. Connected to hull 210. The connection method between the marine propeller mounting bracket 300 and the hull 210 can be set as needed, for example, it can be non-detachably fixed to the hull 210 through welding, or it can be detachably connected to the hull 210 through a threaded connection, which is not done here. limited.

Among them, the marine propeller mounting bracket 300 includes a fixed base 30 and a gear bracket 10. The fixed base 30 is used to be installed on the ship hull 210. One end of the gear bracket 10 is supported on the fixed base 30 and the other end supports the marine propeller body 110. . For example, in this embodiment, the marine propeller body 110 is rotatably installed on the fixed base 30 and can rotate relative to the fixed base 30 to change the attitude. The gear bracket 10 is supported on the lower part of the marine propeller body 110 .

Referring to FIGS. 5 , 7 and 8 , the fixed base 30 includes a first seat plate 31 and a second seat plate 32 . The first seat plate 31 and the second seat plate 32 are used to be fixedly connected to the hull 210 . The first seat plate 31 and the second seat plate 32 are spaced apart from each other; for convenience of description, the surface of the first seat plate 31 corresponding to the second seat plate 32 is defined as the first surface P1, and the second seat plate 32 corresponds to the first surface P1 of the first seat plate 31. Surface second surface P2. The first surface P1 is provided with a concave first gear groove C1, and the second surface P2 is provided with a concave second gear groove C2. The first gear groove C1 and the second gear groove C2 are mutually exclusive. relatively.

The first seat plate 31 is provided with a first hinge hole K1, and the second seat plate 32 is provided with a second hinge hole K2. The first hinge hole K1 and the second hinge hole K2 correspond to each other. Both ends of a rotating shaft 33 are respectively matched with the first hinge hole K1. The hinge hole K1 and the second hinge hole K2 are used to rotatably support the marine propeller body 110 . The shapes of the groove side surface P3 of the first gear groove C1 and the groove side surface P4 of the second gear groove C2 may be the same, substantially the same or different.

The first gear slot C1 and the second gear slot C2 both define a first clamping position W1 and a second clamping position W2, the first clamping position W1, the second clamping position W2 and the first hinge hole K1/second hinge hole K2 The projection on a plane parallel to the first surface P1 or the second surface P2 is triangularly distributed. Among them, the first clamping position W1 can be set to be flush or substantially flush with the first hinge hole K1/second hinge hole K2, and the second clamping position W2 is located below or diagonally below the first clamping position W1. In marine propulsion When the propeller 100 is supported by the gear bracket 10 at the higher first position W1, the marine propeller 100 is supported to a higher position and is on the water (see Figure 1 or Figure 4); when the marine propeller 100 When the gear clamp 10 is supported at the lower second clamping position W2, the marine propeller 100 is supported to a lower position, and the marine propeller 100 can extend under the water surface L1 and be in an underwater state (see figure 2 or Figure 3). Among them, a plurality of stuck points W3 can be set at the second clamping position W2. When the marine propeller 100 is supported at different stuck points W3, the orientation angle of the marine propeller 100 can be adjusted within a certain range to adjust the propulsion force. The plurality of clamping points W3 of the second clamping position W2 can be arranged adjacently in sequence, so that when supported on the adjacent clamping points W3, the orientation angle of the marine propeller 100 changes by 2-6°.

Referring to Figure 6, in this embodiment, the marine propeller fuselage 110 includes a fuselage main body 111, a seat 112 and a swing arm plate 113, wherein the fuselage main body 111 includes a connecting shaft 111a, a chassis 111b and an underwater driving part 111c (such as paddle). The chassis 111b and the underwater driving part 111c are respectively connected to both axial ends of the connecting shaft 111a. One end of the rotating arm plate 113 is fixedly connected to the seat member 112, and the other end extends in a direction away from the seat member 112. The extended end is located between the first seat plate 31 and the second seat plate 32 and is rotatable. Ground is connected to the rotating shaft 33 on the fixed base 30. The part of the connecting shaft 111a close to the chassis 111b is fixedly connected to the seat member 112, and in the connected state, the axis direction of the connecting shaft 111a is perpendicular to the extension direction of the swing arm plate 113.

Referring to Figures 5 and 7, in this embodiment, one end of the gear bracket 10 is pivotally connected to the marine propeller body 110 (such as pivotally connected to the ear plate 112a on the seat member 112), and the other end is supported on the first seat. Between the plate 31 and the second seat plate 32, the support position may be the first clamping position W1, the second clamping position W2, etc.

Referring to FIGS. 6 , 9 and 10 , the gear bracket 10 in this embodiment includes a bracket base 11 , an elastic member 12 and a shaft 13 . In this embodiment, the cross-section of the card holder 11 is roughly trapezoidal. The high end of the card holder 11 can be pivoted to the ear plate 112a along a transverse axis 15 parallel to the top or bottom edge of the trapezoid, so as to To support the marine propeller body 110, a shaft 13 is slidably installed at the other end. The shaft 13 extends along the bottom edge of the trapezoid. The elastic member 12 is elastically supported between the card holder 11 and the shaft 13. time, and exert an elastic force in the axial direction on the shaft member 13 . Optionally, a support plate 14 is fixedly connected to the shaft member 13. The elastic member 12 is a coil spring, which is sleeved outside the shaft member 13, with one end against the card holder seat 11 and the other end against the support plate. 14, used to apply elastic force in the axial direction to the shaft member 13.

In other embodiments, the gear bracket 10 can also be configured in other suitable structures, for example, the bracket base 11 can be configured in a rectangular or other shape.

The shaft member 13 is disposed between the first seat plate 31 and the second seat plate 32, and both ends of the shaft member 13 can respectively extend into the first gear slot C1 and the second gear slot C2, and can be supported on the first gear slot C1 and the second gear slot C2. Card position W1 or second card position W2. Moreover, the elastic force of the elastic member 12 on the shaft member 13 is directed toward the first gear slot C1, so that the shaft member 13 is elastically pressed against the groove bottom P5 of the first gear slot C1, that is, the shaft member 13 can be One end surface of the shaft member 13 is in contact with the groove bottom surface P5 of the first gear groove C1; and the other end surface of the shaft member 13 is spaced apart from the groove bottom surface P6 of the second gear groove C2 and does not contact. That is, the length of the shaft 13 is greater than the distance between the first surface P1 and the second surface P2, and is shorter than the groove bottom surface P5 of the first gear groove C1 and the groove bottom surface of the second gear groove C2 The distance between P6. Of course, in other embodiments, the length of the shaft 13 can also be exactly equal to the distance between the groove bottom surface P5 of the first gear groove C1 and the groove bottom surface P6 of the second gear groove C2, as long as it is ensured It is sufficient that the groove bottom surface P6 of the second gear groove C2 does not hinder the groove bottom surface P5 of the first gear groove C1 from driving the lower shaft member 13 to move in the axial direction.

Referring to FIGS. 11 and 12 , in this embodiment, the first seat plate 31 defines a sliding track S1 on the first surface P1 side thereof. Specifically, the sliding track S1 is located on the third side recessed from the first surface P1 . First gear slot C1.

As described above, one end of the gear bracket 10 is connected to the marine propeller body 110. When an external force (such as the force exerted by the operator) drives the marine propeller body 110 to rotate relative to the fixed base 30, the marine propeller body 110 will drive the gear bracket 10 to move. Based on the shape design of the first gear slot C1 and the second gear slot C2, the movement trajectory of the shaft 13 of the gear clamp 10 can be the aforementioned sliding trajectory S1. The sliding track S1 passes through the first clamping position W1 and the second clamping position W2, that is, the shaft member 13 can move to fit the first clamping position W1 or the second clamping position W2, so that the gear rack 10. Support the marine propeller body 110 in an above-water state or an underwater state. As shown in the figure, optionally, at the first locking position W1 or the second locking position W2, a concave notch is provided at the groove side P3 of the first gear groove C1. Referring to Figures 7, 8 and 12, when the shaft 13 is stuck into the notch, the gravity of the marine propeller body 110 presses the gear bracket 10 and the shaft 13 thereon against the bottom of the notch, so that The shaft 13 can be relatively stably limited to the first locking position W1 or the second locking position W2. When the position of the shaft 13 needs to be changed, a sufficient external force needs to be used first (such as the operator pulling up the marine propeller body 110). The shaft 13 exits the notch upwards against gravity. In addition, the shaft member 13 elastically resists the groove bottom surface P5 of the first gear groove C1 along the axial direction, that is, the friction resistance between the end surface of the shaft member 13 and the groove bottom surface P5 of the first gear groove C1 can also be reduced. This prevents the shaft member 13 limited at the first locking position W1 or the second locking position W2 from unexpected position changes to a certain extent. In addition, the sliding track S1 in this embodiment is not on the same plane. The groove bottom surface P5 of the first gear groove C1 has different concave depths on the sliding track S1. For example, the groove bottom surface of the first gear groove C1 is provided. There is a height difference change in P5 during the transition from the second clamping position W2 to the first clamping position W1. In this way, the movement of the shaft 13 between different clamping positions not only needs to overcome the damping provided by gravity and the aforementioned frictional resistance, but also needs to overcome the damping provided by gravity and the aforementioned frictional resistance. It is necessary to overcome the elastic force from the elastic member 12 received by the shaft member 13, so as to force the shaft member 13 to overcome the elastic force during the movement in the sliding trajectory S1, and further improve the probability of unexpected state changes of the marine propeller 100 due to external interference. difficulty, improve the stability of the marine propeller 100 of this embodiment in different clamping positions, and improve the safety of use.

Continuing to refer to Figure 12, in an exemplary embodiment, the groove bottom surface P5 of the first gear groove C1 includes a connected first surface segment P11 and a second surface segment P12, and the sliding trajectory S1 passes through the first surface segment P11 and the second surface segment P12. Noodle segment P11 and said second noodle segment P12. The first clamping position W1 is located at the first surface segment P11, and the second clamping position W2 is located at an end of the second surface segment P12 away from the first surface segment P11. The recessed depth is greater than the recessed depth of the second surface segment P12. Referring to Figures 13 and 14, the first transition surface segment P11 and the second surface segment P12 are transitionally connected through a first transition surface segment P21, and the first transition surface segment P21 and the second surface segment P12 intersects obliquely, for example, the first transition surface segment P21 and the second surface segment P12 intersect at an angle of 60-90°. In this way, when the shaft member 13 transitions from the second clamping position W2 along the second surface segment P12 to the first clamping position W1 of the first surface segment P11, the shaft member 13 can move axially to the impact point under the action of the elastic member 12. At the first surface segment P11, an easily perceptible vibration or impact sound is emitted. Especially when the angle between the first transition surface segment P21 and the second surface segment P12 reaches or approaches 90° (the first transition surface segment P21 and the second surface segment P12 are perpendicular), the shaft member 13 moves from the second surface segment P12 to the second surface segment P12. During the process of moving one surface segment P11, the axial position of the shaft member 13 will undergo a sudden change, so that the shaft member 13, driven by the elastic member 12, will hit the first surface segment P11 to generate an impact sound. After the operator senses the sound signal Then the force application is stopped, and the weight of the marine propeller body 110 drives the shaft 13 downward to snap into the first locking position W1.

In one embodiment, a partition wall 31a is protruding from the groove bottom surface P5 of the first gear groove C1. The upper and lower ends of the partition wall 31a are respectively spaced apart from the upper and lower ends of the groove side P3 of the first gear groove C1, and the sliding track S1 is arranged around the partition wall 31a. The groove bottom surface P5 of the first gear groove C1 also includes a third surface segment P13. The upper end of the third surface segment P13 is transitionally connected to the first surface segment P11 through a second transition surface segment P22 at a higher position. On one end, the lower end of the third surface segment P13 is transitionally connected to the lower end of the second surface segment P12 through the third transition surface segment P23.

In some embodiments, the second surface segment P12 and the third surface segment P13 are respectively located on both sides of the partition wall 31a in the horizontal direction X, and the partition wall 31a defines a distance of the second surface segment P12 away from the first surface segment P11. side boundary, and has a guide surface P7 toward the side of the second surface segment P12. The guide surface P7 is an inclined surface or an arc-shaped surface with a higher end inclined toward the side of the first surface segment P11. The first surface segment P11 is located on the side of the second surface segment P12 away from the partition wall 31a in the horizontal direction X, and the higher end of the first surface segment P11 is connected to the second surface segment P12 The first locking position W1 is located at the lower end of the first surface segment P11. Referring to Fig. 12, the aforementioned slip trajectory S1 includes a first trajectory S11 and a second trajectory S12. The first trajectory S11 is from the second clamping position W2 through the higher end of the second surface segment P12, the higher end of the first surface segment P11, and the lower end of the first surface segment P11. The path to reach the first locking position W1; on the first trajectory S11, the shaft 13 moves smoothly, and the shaft 13 that drops to the first locking position W1 along the first surface section P11 is not susceptible to external interference and accidentally escapes from the first locking position W1. The surface segment P11 increases the horizontal path for the shaft member 13 to enter the third surface segment P13 from the first clamping position W1, thereby reducing the possibility of the shaft member 13 accidentally escaping from the first clamping position W1 and improving the safety of use.

The existence of the aforementioned guide surface P7 enables the shaft member 13 to be guided by the guide surface P7 to move in a more certain path when moving along the second surface segment P12, and generate a certain horizontal displacement away from the third surface segment P13. .

The groove side P3 of the first gear groove C1 has a first supporting surface P8 (that is, the bottom surface corresponding to the notch at the first clamping position W1), and the first supporting surface P8 is connected to the first surface segment The lower end of P11 is used to support the peripheral surface of the shaft member 13 when it is in the first locking position W1. The shape of the first supporting surface P8 may be a semi-circular arc shape to adapt to the cylindrical shaft member 13 .

The second trajectory S12 is from the first clamping position W1 through the higher end of the first surface segment P11, the second transition surface segment P22, the third surface segment P13, and the third transition surface segment P23 to the second transition surface segment. The path of the second clamping position W2 at the lower end of the surface segment P12; the first trajectory S11 and the second trajectory S12 are connected end to end to form the annular sliding trajectory S1.

In this way, when the operator manually drives the marine propeller body 110 to rotate relative to the fixed base 30 and changes from the underwater state to the above-water state, the shaft 13 moves from the second locking position W2 to the first locking position W1 along the first trajectory S11 , and during the change process, when the shaft member 13 passes through the first transition surface segment P21, it will hit the first surface segment P11 along the axial direction of the shaft member 13 and send out an impact signal (such as an impact sound or a vibration sensation generated by the impact); operation After receiving the impact signal, the operator can release the marine propeller body 110, so that the marine propeller body 110 presses down the gear bracket 10 and the shaft 13 thereon under its own weight, and locks the shaft 13 Enter the first card slot W1. The shaft member 13 stuck in the first clamping position W1 is firstly affected by the gravity of the marine propeller body 110 and is not easy to accidentally escape upward from the first clamping position W1. Secondly, the shaft member 13 elastically presses the first surface segment along the axial direction. P11 plus the height difference between the first surface section P11 and the second surface section P12 makes it impossible or difficult for the shaft 13 to return to the second surface section P12, thereby preventing the marine propeller body 110 from being interfered by external forces ( Such as the bumping of the hull on the water) accidental change from the above water state to the underwater state to ensure safe use.

In one embodiment, the extension direction of the first surface segment P11 and the vertical direction Y form a set angle A1, and the size of A1 is between 5-45°, such as 15°, 20°, 30°, etc., And the upper end of the first surface segment P11 is inclined toward the side away from the partition wall 31a, that is, the first transition surface segment P21 is inclined relative to the vertical direction Y. Setting the setting angle A1 below 5° will reduce the ability of the first transition surface segment P21 to prevent the shaft member 13 from escaping from the first surface segment P11, that is, the use safety is high; and setting it above 45° will make the operator By rotating the marine propeller body 110, it becomes more difficult to drive the shaft 13 out of the first locking position W1 and transition to the third surface section P13, which affects the user experience. In this way, when the shaft 13 is stuck in the first clamping position W1 (the lower end of the first surface section P11), the tendency of the marine propeller body 110 to move upward relative to the fixed base 30 due to external forces such as hull bumps will be affected by the first transition of tilt. The obstruction of the surface segment P21, and the first transition surface segment P21 will guide the shaft member 13 to move away from the third surface segment P13, increasing the difficulty of the shaft member 13 to escape from the first surface segment P11 and enter the third surface segment P13, This enables the shaft member 13 to be more reliably held on the first surface segment P11 during bumps, and tends to return to the first blocking position W1 at the bottom of the first surface segment P11 under the gravity of the marine propeller body 110 at.

Of course, in other embodiments, the setting angle A1 can also be set in other angle ranges, such as 45-60° or 0, based on reasonable trade-offs between user experience and use safety, or by adopting remedial measures. -5°.

In one embodiment, the second transition surface segment P22 has a lower end near the first surface segment P11 and a higher end near the third surface segment P13. As shown in the figure, the second The transition surface segment P22 is generally in a state where the extending direction and the horizontal direction X form a set angle A2, and a transition fillet P24 is provided at the connection with the upper end of the first surface segment P11 to facilitate smooth transition. The set angle A2 can be set between 2-15°. By making the end of the second transition surface segment P22 close to the third surface segment P13 higher, the movement tendency of the shaft member 13 relative to the fixed base 30 caused by external interference forces such as bumps of the hull 210 makes it difficult for the shaft member 13 to pass through the second transition surface. The surface segment P22 enters the third surface segment P13, which improves the safety of use; and the second transition surface segment P22 is set at an angle, so that even if the shaft member 13 accidentally moves to the second transition surface segment P22 under the action of external interference force, At some point, after the interference force stops, the shaft 13 can also slide down to the first surface section P11 along the second transition surface section P22 under the gravity of the marine propeller body 110, and then return to the first blocking position W1. .

Referring to FIGS. 15 and 16 , in one embodiment, the second transition surface segment P22 may also be configured as a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side. The slope angle A3 of the slope can be set at 2-10°. The lower and upper sides mentioned here are relative to the direction of gravity (that is, the vertical direction Y). Through this arrangement, combined with the restriction or obstruction of the elastic member 12 elastically supported on the shaft member 13 in the axial direction, the possibility of the shaft member 13 moving upward vertically to enter the second transition surface section P22 is limited to a certain extent, which is beneficial to ship propulsion. When the device 100 is subjected to external interference forces such as vertical bumps, the shaft member 13 is kept on the first surface segment P11 and is not easy to enter the second transition surface segment P22 or enter the third surface segment P13 through the second transition surface segment P22.

Continuing to refer to Figures 12, 15 and 16, in this embodiment, the second transition surface section P22 and the third surface section P13 are in the shape of a step with a larger concave depth on one side of the third surface section P13. , in this way, when the operator drives the shaft 13 to transition from the second transition surface section P22 to the third surface section P13 through the marine propeller fuselage 110, the shaft 13 can hit the third surface under the action of the elastic member 12 Section P13 generates impact signals (such as impact sounds or vibrations caused by impact). After receiving the impact signal, the operator can stop exerting force, and allow the shaft 13 to descend along the third surface section P13 under the weight of the marine propeller body 110, and enter the second clamp through the third transition surface section P23. Bit W2. That is, in this structure, if the marine propeller 100 needs to be moved from the above-water state to the underwater state (the corresponding shaft 13 moves from the first clamping position W1 to the second clamping position W2), the operator must adjust the position of the marine propeller fuselage 110. To operate, you only need to move the shaft 13 from the first clamping position W1 through the first surface section P11 and the second transition surface section P22 to the upper end of the third surface section P13. The remaining stroke of the shaft 13 can be made by using the marine propeller machine. The body 110 is driven by its own weight, reducing the time the operator needs to exert force and improving user experience.

In one embodiment, the third transition surface segment P23 is an inclined surface with a smaller recessed depth at one end connected to the third surface segment P13 and a larger recessed depth at the end connected to the second surface segment P12. Optionally, there is a smooth transition between the third transition surface segment P23 and the third surface segment P13, and between the third transition surface segment P23 and the second surface segment P12.

Through the inclined surface of the third transition surface segment P23, when the shaft member 13 is positioned at the second locking position W2, limited by the axial elastic force of the elastic member 12, the shaft member 13 cannot easily return through the third transition surface segment P23. By the third surface section P13, the shaft 13 can be kept positioned at the second locking position W2 to a certain extent, preventing the shaft 13 from coming out of the second locking position W2 due to external interference forces such as bumps of the hull 210, thereby improving the safety of use.

Through the above settings, the stability of the marine propeller 100 in each position can be reliably guaranteed, the adaptability to the use environment and the safety of use can be improved, and a good user experience can be achieved.

Referring to Figures 17-19, the outer contour of the groove side P4 of the second gear groove C2 (referring to the outer contour of the projection of the groove side P4 of the second gear groove C2 on the second surface P2) can be set to be the same as that of the first gear groove C2. The outer contours of the groove side P3 of the position groove C1 are consistent or substantially consistent, and they are directly opposite along the axial direction of the shaft member 13 to ensure that both ends of the shaft member 13 can be synchronously supported on the first gear slot C1 and the second gear slot C1. Different positions of bit slot C2. For example, the slot side P4 of the second gear slot C2 is also provided with notches corresponding to the slot side P3 of the first gear slot C1 at the position corresponding to the first clamping position W1 or the second clamping position W2. The corresponding end of the shaft 13 is supported.

As described above, one end surface of the shaft 13 is elastically pressed against the groove bottom surface P5 of the first gear groove C1, and the other end surface corresponds to the groove bottom surface P6 of the second gear groove C2, and can be arranged to be in line with the second gear groove C2. The groove bottom P6 of groove C2 is spaced apart. That is, the groove bottom surface P6 of the second gear groove C2 is basically not used to guide the axial movement of the shaft member 13 , and only needs to not affect or hinder the axial movement of the shaft member 13 . Therefore, in this embodiment, the groove bottom surface P6 of the second gear groove C2 is generally a plane parallel to the axis of the shaft member 13, so as to reduce the difficulty of design and processing.

Of course, in some embodiments, some auxiliary structures may also be provided at the groove bottom surface P6 of the second gear groove C2 as needed to assist in limiting the axial runout of the shaft member 13 at some positions or to improve the movement of the shaft member 13 of smoothness.

For example, the groove bottom surface P6 of the second gear groove C2 is provided with a first corresponding surface P31 corresponding to the first surface segment P11 and a second corresponding surface P32 corresponding to the second transition surface segment P22. The corresponding surface P32 is connected to the higher end of the first corresponding surface P31, and the second corresponding surface P32 is a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side. A corresponding transition surface segment P33 is provided at one end of the first corresponding surface P31 connected to the second corresponding surface P32 for transitional connection between the first corresponding surface P31 and the second corresponding surface P32. The first corresponding surface P31 and the second corresponding surface P32 can reduce the axial runout range of the shaft member 13 in the partial area that abuts the first surface segment P11 and the second transition surface segment P22, thereby assisting in limiting the external interference of the shaft member 13. Movement under the influence of force improves safety of use. The corresponding transition surface segment P33 improves the smoothness of the groove bottom surface P6 of the second gear groove C2, and can also prevent the shaft member 13 from being blocked on the planar portion of the groove bottom surface P6 of the second gear groove C2 and the second gear groove C2 in an unexpected situation. The step between a pair of corresponding surfaces P31.

Referring to Figure 9, in some embodiments, the end of the shaft 13 used to cooperate with the first gear groove C1 or the second gear groove C2 can be provided with a bushing 13a with an increased diameter, and the bushing 13a can be connected with the shaft 13 The two ends are integrally formed or connected through interference fit or other connection methods to adjust the matching gap between the shaft member 13 and the first gear groove C1 or the second gear groove C2. The bushing 13a can be made of a material with certain flexibility to achieve buffering and shock absorption when the shaft member 13 moves. The bushing 13a can maintain contact with the groove side of the first gear groove C1 or the second gear groove C2 during the movement of the shaft member 13.

The above embodiments are only used to illustrate the technical solutions of the present application and are not limiting. Although the present application has been described in detail with reference to the above preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present application can be modified or equivalently replaced. None should deviate from the spirit and scope of the technical solution of this application.

Claims

A marine propeller mounting bracket used to install the marine propeller body on the hull, which is characterized by including:

A fixed base for installation on the hull; the fixed base defines a first and second spaced-apart clamping position;

A gear rack, one end of the gear rack is provided with a shaft, the shaft can be supported at the first clamping position or the second clamping position, and the other end of the gear clamp is used to support the The marine propeller fuselage, and when the shaft member is supported at the first clamping position, the marine propeller fuselage is supported on the water, and when the shaft member is supported at the second clamping position, The marine propeller fuselage is supported in an underwater state;

Wherein, the fixed seat has a first surface, and one side of the first surface defines a sliding track; the shaft member elastically resists the fixed seat along the axial direction and can move along the sliding track; The sliding trajectory passes through the first blocking position and the second blocking position, and the sliding trajectory is not on the same plane.
The marine propeller mounting bracket according to claim 1, characterized in that:

The first surface is provided with a concave first gear groove; the bottom surface of the first gear groove includes a connected first surface segment and a second surface segment, and the sliding trajectory passes through the first surface segment. segment and the second surface segment; the first blocking position is located at the first surface segment, and the second blocking position is located at an end of the second surface segment away from the first surface segment;

The recessed depth of the first surface segment is greater than the recessed depth of the second surface segment.
The marine propeller mounting bracket according to claim 2, characterized in that:

The first surface segment and the second surface segment are transitionally connected through a first transition surface segment, and the first transition surface segment and the second surface segment intersect obliquely.
The marine propeller mounting bracket according to claim 2, characterized in that:

A partition wall is protruding from the bottom surface of the first gear slot, and the upper and lower ends of the partition wall are respectively spaced from the upper and lower ends of the slot side of the first gear slot; the sliding track surrounds the The partition wall settings described above.
The marine propeller mounting bracket according to claim 2, characterized in that:

The groove bottom surface of the first gear groove also includes a third surface segment. The upper end of the third surface segment is transitionally connected to the higher end of the first surface segment through a second transition surface segment. The third surface segment The lower end of the surface segment is transitionally connected to the lower end of the second surface segment through a third transition surface segment.
The marine propeller mounting bracket according to claim 5, characterized in that:

The sliding trajectory includes a first trajectory and a second trajectory;

The first trajectory is a path from the second blocking position to the first blocking position through the higher end of the second surface segment, the higher end of the first surface segment, and the lower end of the first surface segment. ;

The second trajectory is from the first blocking position through the higher end of the first surface segment, the second transition surface segment, the third surface segment, and the third transition surface segment to the lower end of the second surface segment. The path to the second card position at;

The first trajectory and the second trajectory are connected end to end to form the annular sliding trajectory.
The marine propeller mounting bracket according to claim 6, characterized in that:

When the shaft member moves from the second blocking position to the first blocking position through the first trajectory, the marine propeller changes from an underwater state to an above-water state; the shaft member passes through the second trajectory When moving from the first blocking position to the second blocking position, the marine propeller changes from an above-water state to an underwater state.
The marine propeller mounting bracket according to claim 5, characterized in that:

The second transition surface segment has one end close to the first face segment that is lower and one end close to the third face segment that is higher;

and / or,

The second transition surface section is a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side.
The marine propeller mounting bracket according to claim 5, characterized in that:

The third transition surface is an inclined surface with a smaller concave depth at one end connected to the third surface segment and a larger concave depth at one end connected to the second surface segment.
The marine propeller mounting bracket according to any one of claims 2 to 9, characterized in that:

The fixed seat includes a first seat plate and a second seat plate that are spaced apart and opposite to each other. The first surface is the surface of the first seat plate corresponding to the second seat plate; the second seat plate corresponds to the third seat plate. The surface of the seat plate is a second surface, and the second surface is provided with a recessed second gear groove;

The shaft is disposed between the first seat plate and the second seat plate, and both axial ends of the shaft extend into the first gear slot and the second gear slot respectively. Inside.
The marine propeller mounting bracket according to claim 10, characterized in that:

When the shaft member moves along the sliding track, one end of the shaft member corresponding to the groove bottom surface of the second gear groove does not contact the groove bottom surface of the second gear groove.
The marine propeller mounting bracket according to claim 10, characterized in that:

The length of the shaft member is greater than the distance between the first surface and the second surface, and is less than or equal to the distance between the groove bottom surface of the first gear groove and the groove bottom surface of the second gear groove.
The marine propeller mounting bracket according to claim 10, characterized in that:

The shape of the groove side of the second gear groove is the same as the shape of the groove side of the first gear groove.
The marine propeller mounting bracket according to any one of claims 5-9, characterized in that:

The fixed seat includes a first seat plate and a second seat plate that are spaced apart and opposite to each other. The first surface is the surface of the first seat plate corresponding to the second seat plate; the second seat plate corresponds to the third seat plate. The surface of the seat plate is a second surface, and the second surface is provided with a recessed second gear groove;

The shape of the groove side of the second gear groove is the same as the shape of the groove side of the first gear groove;

The shaft is disposed between the first seat plate and the second seat plate, and both axial ends of the shaft extend into the first gear slot and the second gear slot respectively. Inside;

The groove bottom surface of the second gear groove has a first corresponding surface corresponding to the first surface segment and a second corresponding surface corresponding to the second transition surface segment, and the second corresponding surface is connected to the first The corresponding surface is at the higher end;

The second corresponding surface is a slope surface with a larger concave depth on the lower side and a smaller concave depth on the upper side.
The marine propeller mounting bracket according to claim 14, characterized in that:

A corresponding transition surface segment is provided at one end of the first corresponding surface connected to the second corresponding surface for transitional connection between the first corresponding surface and the second corresponding surface.
The marine propeller mounting bracket according to any one of claims 2 to 9, characterized in that:

The gear bracket includes a bracket base, an elastic member and the shaft member;

One end of the card bracket is pivotally connected to the marine propeller body, and the other end is slidably installed with the shaft;

The elastic member is elastically supported between the card bracket seat and the shaft member, and exerts an elastic force in the axial direction on the shaft member, so that the shaft member is pressed against the first first member along the axial direction. The bottom surface of the gear slot.
A marine propeller, characterized by including:

Marine propeller fuselage;

The marine propeller mounting bracket according to any one of claims 1-16;

The marine propeller body is connected to the gear bracket.
The marine propeller according to claim 17, characterized in that:

The marine propeller fuselage includes a seat piece and a swing arm plate;

One end of the swing arm plate is fixedly connected to the seat member, and the other end extends in a direction away from the seat member and is rotatably connected to the fixed seat;

One end of the gear bracket is pivotally connected to the seat member, and the other end is provided with the shaft member.
A ship, including a hull, characterized by:

It also includes the marine propeller according to any one of claims 17-18, which is installed on the hull.