An automatic adjustment device and usage method for a ship propeller

Abstract

The present invention provides an automatic adjustment device and a usage method for a ship propeller thruster, including a hull. A control system, a communication module, a monitoring module, a power module, and a steering module are arranged inside the hull. The control system, the communication module, and the monitoring module are interconnected with each other. The control system is respectively connected to the power module and the steering module. The power module includes a storage battery, an intelligent rudder, and a propeller. The storage battery provides electrical energy for the ship. The monitoring module can obtain the status information of the hull, the power module, and the steering module. The intelligent rudder is connected to the propeller and can control the rotation direction and power of the propeller. The steering module is installed between the propeller and the hull and can control the output direction of the propeller, thereby adjusting the sailing attitude of the hull and enabling the entire hull to sail smoothly. The device in the present invention has a simple structure, is easy to install and maintain, and its corresponding usage method can quickly achieve smooth sailing of the ship.

Description

Technical Field

[0001] The present invention relates to the technical field of ships, and in particular to an automatic regulating device for a ship propeller thruster and a use method thereof. Background Art

[0002] With the widespread use of modern intelligent devices, smart ships have been widely used. At the same time, more and more technical requirements have been put forward for various indicators that ships need to meet when sailing on the water, especially for smooth navigation. When ships are rowing in rivers, lakes, and seas for manned and reconnaissance missions, especially when starting and accelerating, there will always be continuous lateral and longitudinal skew, posing a safety hazard to the members on board. Repeated large-scale multi-directional skew greatly affects the riding experience and also affects the stability of the detection equipment carried.

[0003] For example, when a manned cruise ship is carrying tourists on a water journey, the small hull may have a large bow tilt angle, especially when the hull starts quickly. That is, the draft of the stern is greater than that of the bow, also called tilting backward. There is a head arch phenomenon during the deceleration process, that is, the draft of the bow is greater than that of the stern, also called bow tilt / forward tilt. Or when passengers are unevenly distributed in the cabin, such as gathering at the bow, stern or one side, the hull posture becomes unstable. In addition, different wind directions / speeds have different resistance effects on the hull during navigation, causing passengers to worry about capsizing in the water and easily causing seasickness. For example, during the cruise reconnaissance of an unmanned ship, the hull tilts forward / backward / sideways, which will cause unstable data of its detection / reconnaissance / obstacle avoidance equipment, and even the communication equipment will lose contact temporarily during the shaking, and cannot continuously transmit stable and effective monitoring data to the monitoring center.

[0004] In the existing ship navigation method, it is mainly through the installation of power units such as jet pumps / propellers, and the direction of their output is controlled by the intelligent rudder to achieve straight-line navigation or turning navigation, and self-balancing is achieved through the gravity, buoyancy and resistance of the hull. In this method, the hull movement amplitude is too large during the speed change / direction change of the ship, which is more suitable for young people seeking excitement, such as single-person yachts, motorboats, speedboats, but not suitable for family yachts / cruise boats with elderly / children playing in groups. In addition, for ships that use multiple jet pumps, multiple propellers, etc. as power sources, during the start or rapid rowing process, the strong driving force causes an obvious backward phenomenon. This state of high front and low back affects the smooth ride, and the power source needs to provide a large vertical upward component force, reducing the horizontal output and reducing the overall speed. Therefore, it is very necessary to find an effective way to solve the problem of self-adjustment to a stable navigation state during the rowing process. Summary of the invention

[0005] To solve the above-mentioned technical problems, the present invention discloses an automatic adjustment device for a ship propeller and a usage method of the device, which can assist a ship to flexibly and quickly adjust to the purpose of smooth sailing during rowing.

[0006] The present invention adopts the following technical solutions: An automatic adjustment device for a ship propeller, comprising a hull, wherein a control system, a communication module, a monitoring module, a power module and an alignment module are arranged inside the hull; the control system, the communication module and the monitoring module are interconnected; the control system is respectively connected to the power module and the alignment module;

[0007] The power module includes a storage battery, an intelligent rudder and a propeller;

[0008] The storage battery is installed inside the hull and provides electrical energy for the control system, the communication module, the monitoring module, the intelligent rudder, the propeller and the alignment module; the storage battery can be charged by mains electricity or by a solar panel;

[0009] The monitoring module can obtain the status information of the hull, the power module and the alignment module, especially the attitude information of the hull, and send it to the control system in real time; the communication module can provide a channel for external data interaction for the control system, and the communication module can send the data of the monitoring module and the instructions and data of the control system to a remote monitoring center, and can also forward the data of the remote monitoring center to the control system;

[0010] The intelligent rudder is installed inside the hull, specifically installed inside the stern of the ship and connected to the propeller, and can control the rotation direction and power of the propeller, so as to realize the forward movement, backward movement and / or turning of the whole hull;

[0011] The alignment module is installed between the propeller and the hull and can control the output direction of the propeller, so as to adjust the sailing attitude of the hull, and can realize the smooth rowing of the whole hull. Specifically, one end of the alignment module is fixed on the outer side of the stern of the hull, and the propeller is mounted on the other end of the alignment module.

[0012] Further, the alignment module includes a spherical hinge, a cylindrical hinge, a steering rod and a hydraulic cylinder; the spherical hinge can be fixed on the outer side of the stern of the hull, the cylindrical hinge is rotatably hinged on the steering rod in a single plane, the cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge, and mutually perpendicular cylindrical holes are arranged at both ends of the double-hole cylindrical hinge, which can realize the angle adjustment of the hinged object in a cross plane;

[0013] The head of the steering rod is connected to the outer side of the stern of the hull through a spherical hinge, and a propeller is mounted on the tail. Specifically, the steering rod can rotate spherically outside the hull with the spherical hinge as the center, and the central axis of the propeller is mounted on the steering rod through a bearing, that is, the propeller rotates clockwise or counterclockwise with the steering rod as the central axis;

[0014] On each of two intersecting planes with the steering rod as the axis, a hydraulic cylinder is provided, named the vertical hydraulic cylinder and the horizontal hydraulic cylinder respectively; the tails of the vertical hydraulic cylinder and the horizontal hydraulic cylinder are respectively connected to the outside of the hull tail through spherical hinges, the head of the vertical hydraulic cylinder is connected to the middle front part of the steering rod through a single-hole cylindrical hinge, and the head of the horizontal hydraulic cylinder is connected to the middle front part of the steering rod through a double-hole cylindrical hinge; that is, the vertical hydraulic cylinder, the horizontal hydraulic cylinder, and the steering rod form two intersecting planes, thus ensuring a firm truss structure is formed among the vertical hydraulic cylinder, the horizontal hydraulic cylinder, the steering rod, the spherical rubber, the cylindrical hinge, and the hull; the vertical hydraulic cylinder is used to adjust the vertical position of the tail of the steering rod, and the horizontal hydraulic cylinder is used to adjust the horizontal position of the tail of the steering rod;

[0015] The hydraulic cylinder is an electric hydraulic cylinder, and the control system can issue commands to the hydraulic cylinder, and the hydraulic cylinder changes its stroke length by executing the commands;

[0016] The control system can issue commands to the intelligent rudder. After the intelligent rudder analyzes the commands, it adjusts the rotation direction and power of the propeller. When the propeller rotates clockwise, a forward thrust is generated, and the thrust is transmitted to the hull through the steering rod, so as to realize the forward rowing of the hull; when the propeller rotates counterclockwise, a backward pulling force is generated, and the pulling force is transmitted to the hull through the steering rod, so as to realize the backward rowing of the hull;

[0017] When the vertical hydraulic cylinder and the horizontal hydraulic cylinder on the same steering rod cooperate, the pointing angle of this steering rod can be changed, so as to adjust the sailing attitude of the hull. Specifically,

[0018] When the steering rod is parallel to the longitudinal line of the hull, the thrust / pulling force generated by the propeller is parallel to the longitudinal line of the hull, and the effect is to push the hull forward / backward;

[0019] When the tail of the steering rod moves downward / upward, in addition to being parallel to the longitudinal line of the hull, the thrust generated by the propeller will also generate corresponding upward / downward component forces, and the effect is to lift / depress the stern of the ship, or lift / depress one side of the hull;

[0020] When the tail of the steering rod moves left / right, in addition to being parallel to the longitudinal line of the hull, the thrust generated by the propeller will also generate corresponding right / left component forces, and the effect is to make the hull turn left / right.

[0021] Furthermore, the steering adjustment module further includes a linkage rod;

[0022] A steering rod is provided on the left side of the tail of the hull, correspondingly named the left steering rod, and the propeller mounted on the left steering rod is named the left propeller;

[0023] A steering rod is provided on the right side of the stern of the hull, correspondingly named the right steering rod, and the propeller mounted on the right steering rod is named the right propeller.

[0024] When the left steering rod and the right steering rod are installed, the longitudinal axis plane of the hull is used as the symmetry plane.

[0025] When the intelligent rudder drives the propeller to rotate forward, it can push the ship forward. When the left propeller and the right propeller have the same output, it can push the ship to move straight. When the left propeller and the right propeller have different outputs, differential steering of the ship can be achieved.

[0026] One end of the linkage rod is connected to the middle front part of the left steering rod through a double-hole cylindrical hinge, and the other end is connected to the middle front part of the right steering rod through a double-hole cylindrical hinge.

[0027] Further, the monitoring module includes a micro gyroscope, a GPS navigator and a displacement sensor.

[0028] The micro gyroscope is arranged at one or more places inside the hull and is used to monitor the attitude information of the hull, including the six degrees of freedom of the hull: heave, surge, yaw, roll, pitch, sway of the inclination angle, speed and acceleration.

[0029] The GPS navigator is embedded in the control system and is used to monitor the hull position, speed and course.

[0030] The displacement sensor is arranged inside the hydraulic cylinder and can monitor the length of the extension of the hydraulic cylinder.

[0031] Further, manual buttons and automatic buttons connected to the control system are arranged inside the hull, and the manual buttons and automatic buttons are installed in the cab inside the hull.

[0032] The manual button can trigger the manual adjustment mode of the control system, which is convenient for the driver to manually input angle control instructions to the control system. The angle in the angle control instruction is the angle corresponding to the hull attitude, including the forward inclination angle, the backward inclination angle, the left skew angle and the right skew angle. Specifically, the driver issues an angle control instruction through the monitoring device in the cockpit or the remote monitoring center. The control system of the ship analyzes this angle control instruction, generates a corresponding angle adjustment instruction, and then the control system issues an angle adjustment instruction to the steering adjustment module. The angle in the angle adjustment instruction is the angle of the steering rod relative to the longitudinal line of the hull.

[0033] The automatic button can trigger the automatic adjustment mode of the control system, which is convenient for the control system to automatically generate an angle adjustment instruction according to the monitoring information of the monitoring module and issue an angle adjustment instruction to the steering adjustment module.

[0034] In the initial state of the ship, both the manual button and the automatic button are in the off state; when the manual button is in the closed state, regardless of whether the automatic button is in the closed state or the off state, the ship directly enters the manual adjustment mode and only responds to the angle control instructions input manually; when the manual button is in the off state and the automatic button is in the closed state, the ship can enter the automatic adjustment mode and automatically generate and execute the angle adjustment instructions according to the monitoring information; when both the manual button and the automatic button are in the off state, the function of the steering module is locked, the direction of the steering rod remains unchanged, and the angle cannot be adjusted.

[0035] Further, the steering module further includes a rotatable guide plate and a matching rotary motor. The guide plate is arranged on the linkage rod. The initial state of the guide plate is a horizontal placement state. The control system is connected to and can control the rotary motor; during the forward movement of the hull, when the hull tilts forward, the control system starts the rotary motor to drive the guide plate to tilt upward to press down the tail of the hull and inhibit the phenomenon of the hull tilting forward. When the hull tilts backward, the control system starts the rotary motor to drive the guide plate to press downward to lift the tail of the hull and inhibit the phenomenon of the hull tilting backward;

[0036] The steering module further includes a vertical nozzle arranged in the middle of the linkage rod. 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 upward, which can press down the tail of the hull and inhibit the phenomenon of the hull tilting forward; when the water spraying motor drives the water spraying paddle to rotate counterclockwise, the vertical nozzle sprays water downward to lift the tail of the hull and inhibit the phenomenon of the hull tilting backward.

[0037] Further, an anti-shake ball is hoisted at the top of the hull to inhibit the phenomenon of the hull shaking and vibrating repeatedly.

[0038] A usage method of an automatic adjustment device for a ship propeller thruster includes the following steps.

[0039] The control system obtains the angle adjustment instruction according to the manually input angle control instruction or the monitoring information of the monitoring module, queries the stable characteristic library to obtain the steering instruction, and then sends this steering instruction to the steering module;

[0040] After receiving the steering instruction, the steering module analyzes the instruction information, starts the hydraulic cylinder to act to the target specified length, the head of the hydraulic cylinder drives the steering rod to swing to the target pointing angle, and the steering rod drives the propeller to adjust to the target output angle; then the intelligent rudder adjusts the propeller output to the target output;

[0041] Specifically, when the hydraulic cylinder acts, it can synchronously swing the steering rod to the target pointing angle, that is, synchronously adjust the extension lengths of the vertical hydraulic cylinder and the horizontal hydraulic cylinder on each steering rod so that the tail of the steering rod moves from the current position to the target position at the shortest distance.

[0042] Preferably, the method for formulating the stability characteristic library includes:

[0043] According to the physical characteristics of the hull weight, center of gravity, draft and resistance, a simulation experiment is carried out during the design of the hull to obtain the speed range and inclination range of the ship, the adjustment angle and power value of the corresponding propeller required to eliminate the inclination under this speed condition, so as to determine the corresponding parameters under the requirement of stable navigation;

[0044] The corresponding parameters include the initial lengths and target lengths to be extended of the horizontal hydraulic cylinders and vertical hydraulic cylinders on each steering rod, the initial speed and inclination of the hull, the initial power and target power of the propeller. Among them, to achieve stable navigation of the hull, the required fine-tuning angles are different under different power conditions of the propeller. Moreover, after the propeller adjustment angle, if the target speed of the hull is to be maintained, the intelligent rudder also needs to adjust the propeller to the target power, and repeatedly fine-tune the angle and power of the propeller to finally achieve a stable course.

[0045] Preferably, a feedback optimization link is added to the control system. The control system collects the monitoring data of the intelligent rudder, the micro gyroscope and the GPS navigator, and issues an optimization control instruction to the steering module according to the hull stability requirement. The steering module executes the optimization control instruction to suppress the phenomenon of over-adjustment or jitter during the stable adjustment of the ship.

[0046] Preferably, the angle adjustment instruction, the steering instruction and the optimization control instruction sent to the steering module are calculated in real time by the fuzzy PID algorithm stored in the control system.

[0047] In summary, the present invention has the following beneficial effects.

[0048] 1. The steering module has a simple structure, is easy to install and maintain. After the control system activates the steering module, it can suppress the bad postures such as raising / lowering the head, tilting to the left / right during the hull movement. The control system and the steering module can achieve closed-loop feedback adjustment control, quickly and accurately complete the steering instruction, so that the ship can achieve a high level of stable navigation.

[0049] 2. The vertical hydraulic cylinder, the horizontal hydraulic cylinder and the steering rod form two intersecting planes, so as to ensure a firm truss structure is formed among the vertical hydraulic cylinder, the horizontal hydraulic cylinder, the steering rod, the spherical rubber, the cylindrical hinge and the hull, reducing the vibration feeling of the propeller;

[0050] 3. The connection relationship between the left steering rod and the right steering rod is strengthened through the linkage rod, which can not only reduce the overall vibration and sway of the left steering rod and the right steering rod, but also guide the left steering rod and the right steering rod to synchronously change the pointing angle; and the smooth adjustment process of the hull is accelerated by setting a guide plate and / or a vertical nozzle on the linkage rod; or an anti-shake ball is set on the top of the hull to suppress the repeated swaying and jittering phenomena during the smooth adjustment process of the hull. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0052] Figure 1 It is the overall structure diagram of the ship in Embodiment 1.

[0053] Figure 2 It is the schematic diagram of the composition and connection of the ship equipment in Embodiment 1.

[0054] Figure 3 It is the overall structure diagram of the ship after hiding the ship top cover in Embodiment 1.

[0055] Figure 4 It is the structure diagram when the steering module in Embodiment 1 is isolated and displayed.

[0056] Figure 5 It is the structure diagram when the single-hole rectangular hinge in Embodiment 1 is isolated and displayed.

[0057] Figure 6 It is the structure diagram when the double-hole rectangular hinge in Embodiment 1 is isolated and displayed.

[0058] Figure 7 It is the structure diagram when the steering module in Embodiment 2 is isolated and displayed after installing the guide plate and the vertical nozzle.

[0059] Figure 8 It is the structure diagram when the guide plate and the supporting rotating motor in Embodiment 2 are isolated and displayed.

[0060] Figure 9 It is the structure diagram when the vertical nozzle in Embodiment 2 is isolated and displayed.

[0061] Figure 10 It is the overall structure diagram of the ship hoisting the anti-shake ball in Embodiment 3.

[0062] Figure 11 It is the structure diagram when the anti-shake ball hoisted on the mast in Embodiment 3 is isolated and displayed.

[0063] Among them, 1 - hull; 2 - control system; 3 - communication module; 4 - monitoring module; 5 - power module; 6 - steering module; 7 - remote monitoring center; 8 - mast; 201 - manual button; 202 - automatic button; 401 - micro gyroscope; 402 - GPS navigator; 403 - displacement sensor; 501 - storage battery; 502 - intelligent rudder; 503 - propeller; 601 - spherical hinge; 604 - hydraulic cylinder; 605 - linkage rod; 606 - single - hole rectangular hinge; 607 - double - hole rectangular hinge; 608 - vertical hydraulic cylinder; 609 - horizontal hydraulic cylinder; 610 - left steering rod; 611 - right steering rod; 612 - left propeller; 613 - right propeller; 614 - guide plate; 615 - rotating motor; 616 - vertical nozzle; 617 - water - spraying motor; 618 - water - spraying paddle; 619 - anti - shake ball. Detailed implementation manners

[0064] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0065] In the description of the present invention, the indicated positional relationship is based on the positional relationship shown in the drawings. It is only for the convenience of describing the present invention rather than requiring the present invention to be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of the present invention.

[0066] In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0067] Example 1:

[0068] As Figures 1 to 6 shown, Embodiment 1 of the present invention provides an automatic adjustment device for a ship propeller thruster, and the ships to which it can be applied include: tourist boats / yachts, intelligent ships, unmanned ships, and amphibious ships.

[0069] The automatic adjustment device for the ship propeller thruster includes a hull 1, and a control system 2, a communication module 3, a monitoring module 4, a power module 5, and a steering module 6 are arranged inside the hull 1; the control system 2, the communication module 3, and the monitoring module 4 are interconnected; the control system 2 is respectively connected to the power module 5 and the steering module 6; the control system 2 is an embedded control box containing an MPU, which can be installed in the cab of the hull 1. This embedded control box is provided with multiple input / output interfaces, can store and forward data, and can perform operations according to the received or stored data;

[0070] The power module 5 includes a storage battery 501, an intelligent rudder 502, and a propeller;

[0071] The battery 501 is a 12V 200Ah marine lead-acid battery of the model "Fengfan 6-QW-200", which is installed inside the hull 1. Specifically, it can be installed in the equipment compartment of the hull 1 to provide electrical energy for the control system 2, communication module 3, monitoring module 4, intelligent rudder 502, propeller, and steering module 6. The battery 501 can be charged through the mains power or by a solar panel.

[0072] The monitoring module 4 can obtain the status information of the hull 1, power module 5, and steering module 6, especially the attitude information of the hull 1, and send it to the control system 2 in real time.

[0073] The communication module 3 can provide a communication channel for the control system 2 to interact with external data. The communication module 3 can send the data of the monitoring module 4 and the instructions and data of the control system 2 to the remote monitoring center 7, and can also forward the data of the remote monitoring center 7 to the control system 2. Specifically, the communication module 3 includes a digital radio, a video transmission radio, and / or a satellite radio.

[0074] The intelligent rudder 502 is installed inside the hull 1, specifically installed on the inner side of the stern, and is connected to the propeller. It can control the rotation direction and power of the propeller, so as to realize the forward, backward, and / or turning of the entire hull 1.

[0075] The steering module 6 is installed between the propeller and the hull 1, and can control the output direction of the propeller, so as to adjust the navigation attitude of the hull 1 and realize the smooth rowing of the entire hull 1. Specifically, the steering module 6 is mounted on the outer side of the stern of the hull 1, and the propeller is mounted on the tail end of the steering module 6.

[0076] In this embodiment, the steering 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 hull 1. The cylindrical hinge is rotatably hinged on the steering rod in a single plane. The cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge. The two ends of the double-hole cylindrical hinge are provided with cylindrical holes perpendicular to each other, which can realize the angle adjustment of the hinged object in the cross plane.

[0077] The head of the steering rod is connected to the outer side of the tail of the hull 1 through the spherical hinge 601, and a propeller is mounted on the tail. Specifically, the steering rod can rotate spherically outside the hull 1 with the spherical hinge 601 as the center, and the central axis of the propeller is mounted on the steering rod through a bearing, that is, the propeller rotates clockwise or counterclockwise with the steering rod as the central axis.

[0078] On each of two intersecting planes with the steering rod as the axis, a hydraulic cylinder is provided. In this embodiment, these two intersecting planes are perpendicular to each other, and one of the intersecting planes is parallel to the longitudinal plane of the hull 1. The hydraulic cylinder arranged on this intersecting plane is named the vertical hydraulic cylinder 608, and the hydraulic cylinder corresponding perpendicularly to it is named the horizontal hydraulic cylinder 609. The tails of the vertical hydraulic cylinder 608 and the horizontal hydraulic cylinder 609 are respectively connected to the outside of the tail of the hull 1 through spherical hinges 601. The head of the vertical hydraulic cylinder 608 is connected to the middle front part, at the 85% point, of the steering rod through a single-hole cylindrical hinge, and the head of the horizontal hydraulic cylinder 609 is connected to the middle front part, at the 85% point, of the steering rod through a double-hole cylindrical hinge. That is, the vertical hydraulic cylinder 608, the horizontal hydraulic cylinder 609, and the steering rod form two intersecting planes, thereby ensuring a firm truss structure is formed among the vertical hydraulic cylinder 608, the horizontal hydraulic cylinder 609, the steering rod, the spherical rubber, the cylindrical hinge, and the hull 1. The vertical hydraulic cylinder 608 is used to adjust the vertical position of the tail of the steering rod, and the horizontal hydraulic cylinder 609 is used to adjust the horizontal position of the tail of the steering rod.

[0079] The hydraulic cylinder is an electric hydraulic cylinder. The control system 2 can issue commands to the hydraulic cylinder, and the hydraulic cylinder changes its stroke length by executing the commands.

[0080] The control system 2 can issue commands to the intelligent rudder 502. After the intelligent rudder 502 analyzes the commands, it adjusts the rotation direction and power of the propeller. When the propeller rotates clockwise, a forward thrust is generated, and the thrust is transmitted to the hull 1 through the steering rod, thereby realizing the forward rowing of the hull 1. When the propeller rotates counterclockwise, a backward pulling force is generated, and the pulling force is transmitted to the hull 1 through the steering rod, thereby realizing the backward rowing of the hull 1.

[0081] When the vertical hydraulic cylinder 608 and the horizontal hydraulic cylinder 609 on the same steering rod cooperate, the pointing angle of this steering rod can be changed, thereby adjusting the sailing attitude of the hull 1. Specifically,

[0082] When the steering rod is parallel to the longitudinal line of the hull 1, the thrust / pulling force generated by the propeller is parallel to the longitudinal line of the hull 1, and the effect is to push the hull 1 forward / backward for sliding.

[0083] When the tail of the steering rod moves downward / upward, in addition to being parallel to the longitudinal line of the hull 1, the thrust generated by the propeller will also generate corresponding upward / downward component forces. The effect is to lift / depress the stern, or lift / depress one side of the hull 1.

[0084] When the tail of the steering rod moves left / right, in addition to being parallel to the longitudinal line of the hull 1, the thrust generated by the propeller will also generate corresponding right / left component forces. The effect is to make the hull 1 turn left / right.

[0085] In this embodiment, two steering rods are arranged at the rear of the hull 1, and the steering module 6 further includes a linkage rod 605;

[0086] A steering rod is provided on the left side of the tail of the hull 1, which 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;

[0087] A steering rod is provided on the right side of the tail of the hull 1, which is correspondingly named as the right steering rod 611, and the propeller mounted on the right steering rod 611 is named as the right propeller 613;

[0088] The left steering rod 610 and the right steering rod 611 are installed with the longitudinal axis of the hull 1 as the symmetry plane;

[0089] When the smart rudder 502 drives the propeller to rotate in the forward direction, the ship can be pushed forward. When the output of the left propeller 612 and the right propeller 613 are the same, the ship can be pushed to move in a straight line. When the output of the left propeller 612 and the right propeller are different, the ship can achieve differential steering.

[0090] One end of the linkage rod 605 is connected to the 85% point of the middle front part of the left steering rod 610 through a double-hole column hinge, and the other end is connected to the 85% point of the middle front part of the right steering rod 611 through a double-hole column hinge. The distance between the left steering rod 610 and the right steering rod 611 mounted on the rear of the hull 1 is equal to the length of the linkage rod 605, that is, the left steering rod 610, the linkage rod 605, the right steering rod 611 and their connection points on the rear of the hull 1 form a parallelogram truss structure, and the specific shape is determined by the extension length of the transverse hydraulic cylinder 609; wherein the middle front part of the steering rod is correspondingly provided with a cylindrical interface that can be socketed with a single-hole column hinge and / or a double-hole column hinge, thereby ensuring that the single-hole column hinge and / or the double-hole column hinge can be rotatably hung.

[0091] In this embodiment, the monitoring module 4 includes a micro gyroscope 401, a GPS navigator 402 and a displacement sensor 403;

[0092] The micro gyroscope 401 is arranged in the cabin inside the hull 1, and is used to monitor the attitude information of the hull 1, including the inclination angle, speed and acceleration of the hull 1 in six degrees of freedom, namely, sway, pitch, bow pitch, roll, pitch and heave;

[0093] The GPS navigator 402 is embedded in the control system 2 and is used to monitor the position, speed and heading of the ship 1;

[0094] The displacement sensor 403 is disposed inside the hydraulic cylinder and can monitor the extended length of the hydraulic cylinder.

[0095] In this embodiment, a manual button 201 and an automatic button 202 connected to a control system 2 are arranged inside the hull 1. The manual button 201 and the automatic button 202 are installed in the cab inside the hull 1, specifically on the top of the control box.

[0096] The manual button 201 can trigger the manual adjustment mode of the control system 2, facilitating the driver to manually input an angle control command to the control system 2 at the driving end. The angle in the angle control command is the angle corresponding to the attitude of the hull 1, including the forward tilt angle, the backward tilt angle, the left skew angle, and the right skew angle. Specifically, the driver issues an angle control command through a monitoring device in the cockpit or the remote monitoring center 7. The control system 2 of the ship analyzes this angle control command, generates a corresponding angle adjustment command, and then the control system 2 issues the angle adjustment command to the steering module 6. The angle in the angle adjustment command is the angle of the steering rod relative to the longitudinal line of the hull 1.

[0097] The automatic button 202 can trigger the automatic adjustment mode of the control system 2, facilitating the control system 2 to automatically generate an angle adjustment command according to the monitoring information of the monitoring module 4 and issue the angle adjustment command to the steering module 6.

[0098] In the initial state of the ship, both the manual button 201 and the automatic button 202 are in the off state; when the manual button 201 is in the closed state, regardless of whether the automatic button 202 is in the closed state or the off state, the ship directly enters the manual adjustment mode and only responds to the manually input angle control command; when the manual button 201 is in the off state and the automatic button 202 is in the closed state, the ship can enter the automatic adjustment mode and automatically generate and execute the angle adjustment command according to the monitoring information; when both the manual button 201 and the automatic button 202 are in the off state, the function of the steering module 6 is locked, and the direction of the steering rod remains unchanged, and angle adjustment cannot be performed.

[0099] Before actual steering operation, a ship's stability characteristic library should be formulated first, and the manufacturing method includes the following contents.

[0100] According to the physical characteristics of the hull 1 such as weight, center of gravity, draft, and resistance, a simulation experiment is carried out during the design of the hull 1 to obtain the ship's speed range and inclination range. The factors that affect the formation of different inclination angles during ship navigation mainly include water resistance and wind resistance. When the hull 1 sails straight, the water resistance will cause a vertical inclination angle at the bow of the ship, including the forward tilt angle and the backward tilt angle of the hull 1. When the hull 1 turns, it will cause a lateral inclination angle of the tilted ship, including the left skew angle and the right skew angle of the hull 1. The wind resistance will cause a vertical inclination angle and / or a lateral inclination angle according to different wind directions. In order to eliminate the corresponding adjustment angle values of the propeller required for the inclination angles under the above speed conditions, the corresponding parameters under the smooth navigation requirements are determined.

[0101] The corresponding parameters include the initial lengths and the target lengths to be extended of the horizontal hydraulic cylinders 609 and the vertical hydraulic cylinders 608 on each steering rod, so that the initial pointing angles and the target pointing angles of the steering rods can be determined, the initial speed and inclination angle of the hull 1, the initial power and the target power of the propeller. To achieve the smooth navigation of the hull 1, the required adjustment angles of the propeller are different under different power conditions. Moreover, after the propeller adjustment angle, if the target speed of the hull 1 is to be maintained, the ship also needs to adjust the propeller to the target power, and repeatedly fine-tune the angle and power of the propeller, and finally achieve a smooth course while taking into account the requirements of the speed.

[0102] Monitor the attitude data of the hull 1, clarify the current speed and inclination angle of the hull 1, and control the extension length of the hydraulic cylinders in the steering module 6, so as to change the pointing angle of the steering rod, and make the hull 1 debug to a smooth navigation attitude during the starting or rowing process, and record the final pointing angle of the steering rod at this time, which can be used as the target pointing angle for reference during actual navigation.

[0103] The above parameters can be represented by an array, which includes [W, X, V, H, Z, L1, L2, R1, R2, N1, N2], and are respectively represented as: W - the weight of the whole ship, X - the position of the center of gravity of the hull 1, V - the speed, H - the lateral tilt angle, Z - the longitudinal tilt angle, L1 - the extension length of the vertical hydraulic cylinder 608 on the left steering rod 610, L2 - the extension length of the horizontal 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 horizontal hydraulic cylinder 609 on the right steering rod 611, N1 - the output of the left propeller 612, N2 - the output of the right propeller 613; among them, [W, X] are the inherent characteristic parameters of the ship, [V, H, Z] are the navigation parameters of the ship, and [L1, L2, R1, R2, N1, N2] are the steering parameters of the ship.

[0104] After multiple experiments, each obtained parameter corresponds to a range interval, and the range interval can be discretized into multiple segments of data. The more segments the parameter is discretized into, the finer the corresponding parameter regulation is; the following takes the speed V being discretized into 16 segments, the lateral tilt angle H being discretized into 8 segments, and the longitudinal tilt angle Z being discretized into 16 segments as an example to illustrate.

[0105] Parameter V is the speed of hull 1, including forward speed, backward speed, left translation speed and right translation speed. The speed of hull 1 in each direction is divided according to the designed maximum speed. Since the maximum value of the forward speed is significantly greater than the backward speed, and much greater than the left translation speed and the right translation speed, the forward speed is divided into 8 sections, the backward speed is divided into 4 sections, the left translation speed is divided into 2 sections, and the right translation speed is divided into 2 sections. The average value is taken for each section, which corresponds to 16 discrete values: V1, V2, V3, V4, V5, V6, V7, V8, V9, V10, V11, V12, V13, V14, V15, and V16.

[0106] Parameter H is the transverse tilt angle of the hull 1, including the left tilt angle and the right tilt angle. The actual transverse tilt angle of the hull 1 is divided into 8 sections according to the designed maximum allowable transverse tilt angle value, and the average value is taken for each section, that is, the left tilt angle 0%-25% corresponds to H1, the left tilt angle 25%-50% corresponds to H2, the left tilt angle 50%-75% corresponds to H3, the left tilt angle 75%-100% corresponds to H4, the right tilt angle 0%-25% corresponds to H5, the right tilt angle 25%-50% corresponds to H6, the right tilt angle 50%-75% corresponds to H7, and the right tilt angle 75%-100% corresponds to H8; the phenomenon corresponding to the left tilt angle is that the left side of the hull 1 tilts downward and the right side tilts up, and the support force on the left side needs to be strengthened to restore the balance of the hull 1; the phenomenon corresponding to the right tilt angle is that the left side of the hull 1 tilts up and the right side tilts downward, and the support force on the right side needs to be strengthened to restore the balance of the hull 1;

[0107] Parameter Z is the longitudinal tilt angle of hull 1, including the forward tilt angle and the rear tilt angle. According to the designed maximum allowable longitudinal tilt angle value, the actual longitudinal tilt angle of hull 1 is divided into 16 sections, and the average value is taken for each section, that is, the forward tilt angle 0%-12.5% ​​corresponds to Z1, the forward tilt angle 12.5%-25% corresponds to Z2, the forward tilt angle 25%-37.5% corresponds to Z3, the forward tilt angle 37.5%-50% corresponds to Z4, the forward tilt angle 50%-62.5% corresponds to Z5, the forward tilt angle 62.5%-75% corresponds to Z6, the forward tilt angle 75%-87.5% corresponds to Z7, the forward tilt angle 87.5%-100% corresponds to Z8, the rear tilt angle 0%-12.5% ​​corresponds to Z1, and the rear tilt angle 0%-12.5% ​​corresponds to Z2. Corresponding to Z9, the tilt angle 12.5%-25% corresponds to Z10, the tilt angle 25%-37.5% corresponds to Z11, the tilt angle 37.5%-50% corresponds to Z12, the tilt angle 50%-62.5% corresponds to Z13, the tilt angle 62.5%-75% corresponds to Z14, the tilt angle 75%-87.5% corresponds to Z15, and the tilt angle 87.5%-100% corresponds to Z16; the phenomenon corresponding to the forward tilt angle is that the bow of hull 1 is drafted and the stern is tilted, and the stern needs to be pressed down to restore the balance of hull 1; the phenomenon corresponding to the tilt angle is that the bow of hull 1 is tilted and the stern is drafted, and the stern needs to be lifted up to restore the balance of hull 1;

[0108] Correspondingly record the above inherent characteristic parameters [W, X] and the navigation parameters [V, H, Z] in the segmented state with the steering parameters [L1, L2, R1, R2, N1, N2] detected in the experiment when the hull 1 resumes stable navigation to form a stable characteristic library; since the above data combination is large, when the control system 2 drives the hull 1 to navigate, it can automatically record, analyze and count. According to the frequency and effect of the hull 1 adjusting to resume stable navigation, the stable characteristic library during starting and low-speed navigation can be further refined, so as to better meet the fine-tuning requirements of the inland lake cruise ship for stable navigation.

[0109] Store / update the stable characteristic library into the memory of the control system 2. During the ship navigation process, when the control system 2 receives the angle control instruction manually input in the manual adjustment mode or the angle adjustment instruction automatically generated in the automatic adjustment mode, the control system 2 queries the stable characteristic library according to the specific parameters [W, X] and [V, H, Z] in the angle control instruction or the angle adjustment instruction to obtain the steering instruction [L1, L2, R1, R2, N1, N2], that is, the initial steering instruction that the control system 2 will send to the steering module.

[0110] Specifically realizing the automatic adjustment of the ship to stable rowing during the rowing process includes the following steps:

[0111] Step 1: In the initial state, input the weight and center of gravity information of the hull 1 into the memory of the control system 2, set the manual button 201 to be off, and the automatic button 202 to be on, then the ship is in the automatic adjustment mode; the control system 2 issues an instruction to the intelligent rudder 502 to start the propeller rotation to push the hull 1 to row in the water area;

[0112] Step 2: The monitoring module 4 uploads the hull 1 state information to the control system 2 in real time, including "the inclination angles, speeds and accelerations of surge, sway, yaw, roll, pitch, heave, the position, speed and heading of the hull 1, and the extended lengths of each hydraulic cylinder"; the control system 2 extracts the navigation parameters [V, H, Z];

[0113] Step 3: The control system 2 queries the stable characteristic library to obtain the initial steering instruction [L1, L2, R1, R2, N1, N2], which is the target value for adjusting the hydraulic cylinders corresponding to the left steering rod 610, the hydraulic cylinders corresponding to the right steering rod 611, the left propeller 612 and the right propeller 613 in order to achieve the stable navigation of the hull 1;

[0114] Step 4: The alignment module 6 obtains the initial alignment instruction from 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 502 driving the right propeller 613 is N2;

[0115] Step 5: When the hydraulic cylinders continuously adjust the extension length, the steering rods can be synchronously swung to the target pointing angle. When the displacement sensor 403 detects that the error between the actual extension length of the hydraulic cylinder and the target extension length reaches 1%, the corresponding hydraulic cylinder pauses, and the remaining hydraulic cylinders continue to move to the target extension length; then the intelligent rudder 502 continuously adjusts the propeller output to the target output, and the initial alignment instruction [L1, L2, R1, R2, N1, N2] is completed;

[0116] Step 6: After the initial alignment instruction is executed, the hull 1 will change to a new rowing state after rowing for 30 s; the control system 2 jumps to Step 2 to enter the next adjustment cycle until the ship ends the navigation task;

[0117] Among them, when the control system 2 detects that the manual button 201 is set to off and the automatic button 202 is set to off, the alignment module 6 is locked.

[0118] Furthermore, due to factors such as wind waves / turbulence / personnel movement / speed adjustment, the hull 1 will deviate from the adjustment target. At this time, there is an obvious gap between the new rowing state and the steady rowing state. Especially when considering both stability and speed, the hull 1 will shake back and forth between "rearward and forward" or "left and right". At this time, a feedback optimization link can be added to the control system 2 to prevent over-adjustment or shaking. The control system 2 sends an optimization control instruction to the alignment module 6. The optimization control instruction is that after the alignment instruction [L1, L2, R1, R2, N1, N2] is issued, the micro gyroscope 401 monitors the attitude information of the ship in real time and feeds it back to the control system 2. The control system 2 gives an optimization control instruction to the alignment module 6 according to the angle and acceleration during the process of the hull 1 changing from tilting to steady, the rotational power of the propeller, and the speed of the hull 1; this optimization control instruction is usually calculated in real time by the fuzzy PID algorithm stored in the control system 2. The specific algorithm content is the existing research results and will not be described in detail here;

[0119] The control system 2 issues an optimized control instruction to the steering module 6. That is, the displacement sensor 403 in the vertical hydraulic cylinder 608 on the left steering rod 610 monitors the extension length of this vertical hydraulic cylinder 608, and the displacement sensor 403 in the horizontal hydraulic cylinder 609 on the left steering rod 610 monitors the extension length of this horizontal hydraulic cylinder 609, and feeds back to the control system 2. The control system 2 compares this monitored value with the steering instruction. Synchronously, the displacement sensor 403 in the vertical hydraulic cylinder 608 on the right steering rod 611 monitors the extension length of this vertical hydraulic cylinder 608, and the displacement sensor 403 in the horizontal hydraulic cylinder 609 on the right steering rod 611 monitors the extension length of this horizontal hydraulic cylinder 609, and feeds back to the control system 2. The control system 2 compares this monitored value with the steering instruction, and compares the current ship speed with the target ship speed, and then issues a revised steering instruction until the left steering rod 610 and the right steering rod 611 reach the target pointing angle, so as to achieve steering feedback control; wherein the pointing angle of the steering rod corresponds one-to-one with the extension lengths of the corresponding vertical hydraulic cylinder 608 and horizontal hydraulic cylinder 609.

[0120] Corresponding to the value of each parameter in the steering instruction [L1, L2, R1, R2, N1, N2], a threshold is set within a certain range to assist the steering module 6 in gradually achieving the overall goal of adjustment; specifically, when the control error of the vertical hydraulic cylinder 608 on the left steering rod 610 is less than the set threshold, the control system 2 determines that the vertical hydraulic cylinder 608 on the left steering rod 610 has reached the target extension length, and then locks the vertical hydraulic cylinder 608 until a new steering instruction is given. Synchronously, when the control error of the lateral hydraulic cylinder 609 on the left steering rod 610 is less than the set threshold, the control system 2 determines that the lateral hydraulic cylinder 609 on the left steering rod 610 has reached the target extension length, and then locks the lateral hydraulic cylinder 609 until a new steering instruction is given; synchronously, when the control error of the vertical hydraulic cylinder 608 on the right steering rod 611 is less than the set threshold, the control system 2 determines that the vertical hydraulic cylinder 608 on the right steering rod 611 has reached the target extension length, and then locks the vertical hydraulic cylinder 608. The control system 200 controls the horizontal hydraulic cylinder 609 on the right steering rod 611 to the target extension length, and then locks the horizontal hydraulic cylinder 609 until a new steering instruction is given. When the rotation power control error of the left propeller 612 is less than the set threshold, the intelligent rudder 502 feeds back the output of the left propeller 612 to the control system 2, and the control system 2 determines that the left propeller 612 reaches the target output value, and then locks the output of the left propeller 612 until a new steering instruction is given. When the rotation power control error of the right propeller 613 is less than the set threshold, the intelligent rudder 502 feeds back the output of the right propeller 613 to the control system 2, and 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 a new steering instruction is given, thereby achieving steering feedback control.

[0121] The feedback optimization link in the control system 2 is set after the ship executes the initial turning instruction. The feedback of the monitoring module 4 is real-time feedback. The control system 2 can perform one or more feedback optimization links as needed; when the error between the ship's stable state and the target stable requirement is less than the threshold, or the amplitude and / or intensity of the hull 1 posture change is less than the threshold, the control system 2 issues a stop turning instruction, and the entire turning action of the ship is completed.

[0122] Example 2:

[0123] Embodiment 1 introduces the process of activating the steering module 6 to achieve smooth rowing of the ship under normal circumstances. However, in special and complex water environments, the period for achieving smooth rowing of the hull 1 through the steering module 6 is relatively long, and it is difficult to achieve the goal of smooth rowing in turbulent waters.

[0124] Given the above usage scenarios, combined withFigures 7 - 9 , Embodiment 2 provides a ship propeller thruster automatic adjustment device and its usage method in a complex water environment on the basis of Embodiment 1.

[0125] As Figure 7 and Figure 8 shown, the steering module 6 of the ship propeller thruster automatic adjustment device further includes a rotatable guide plate 614 and a supporting rotary motor 615. The guide plate 614 is arranged on the linkage rod 605. The initial state of the guide plate 614 is a horizontal placement state. The control system 2 is connected to and can control the rotary motor 615. During the forward movement of the hull 1, when the hull 1 pitches forward, the control system 2 starts the rotary motor 615 to drive the guide plate 614 to tilt upward to press down the tail of the hull 1, suppressing the phenomenon of the hull 1 pitching forward. When the hull 1 pitches backward, the control system 2 starts the rotary motor 615 to drive the guide plate 614 to press downward to lift up the tail of the hull 1, suppressing the phenomenon of the hull 1 pitching backward. Among them, the angle and acceleration of the upward tilt / downward press of the guide plate 614 are associated with the amplitude and acceleration of the forward / backward pitch of the hull 1, and will be added as new parameters [J, A] to the array [W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the stable characteristic library in Embodiment 1, where J is the angle of the upward tilt / downward press of the guide plate 614, and A is the acceleration of the upward tilt / downward press of the guide plate 614, and the corresponding relationship is clarified through simulation experiments.

[0126] Furthermore, to make the stable movement of the hull 1 more controllable, as Figure 7 , Figure 9 shown, the steering module 6 further includes a vertical nozzle 616 arranged in the middle of the linkage rod 605. 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 upward, which can press down the tail of the hull 1 to suppress the phenomenon of the hull 1 pitching forward. When the water spraying motor 617 drives the water spraying paddle 618 to rotate counterclockwise, the vertical nozzle 616 sprays water downward to lift up the tail of the hull 1 to suppress the phenomenon of the hull 1 pitching backward. Among them, the water spraying direction and power of the vertical nozzle 616 are associated with the amplitude and acceleration of the forward / backward pitch of the hull 1, and will be added as new parameters [F, N3] to the array [W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the stable characteristic library in Embodiment 1, where F is the water spraying direction of the vertical nozzle 616, and N3 is the water spraying power of the vertical nozzle 616, and the corresponding relationship is clarified through simulation experiments.

[0127] Example 3:

[0128] During the cruise ship's voyage, due to the small viscosity between the bottom of the hull 1 and the water body, the ships introduced in Embodiment 1 and Embodiment 2 are prone to form jitters of "tilting forward / backward" or "tilting left / right" when activating the steering module 6. As shown in Figure 10 and Figure 11 , an anti-vibration ball 619 can be hoisted on the top of the hull 1 (specifically on the mast 8) to suppress the phenomenon of the hull 1 shaking and jittering repeatedly. The weight and installation height of the anti-vibration ball 619 are associated with the weight and center of gravity of the hull 1, and will be added as new parameters [Z2, Z3] to the array [W, X, V, H, Z, L1, L2, R1, R2, N1, N2] of the steady-state characteristic library in Embodiment 1, where Z2 is the weight of the anti-vibration ball 619 and Z3 is the installation height of the anti-vibration ball 619, and the corresponding relationship is clarified through simulation experiments;

[0129] In this embodiment, the height of the mast 8 of the hull 1 is 1.5 m, the total weight of the hull 1 is 2 tons, the suspension length of the anti-vibration ball 619 is 30 cm, and the weight is 50 kg. The anti-vibration ball 619 can be disguised as a lighting device by embedding colored lights to beautify the appearance of the ship.

[0130] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. An automatic adjustment device for a ship's propeller thruster, comprising a hull (1). Characterized in that: A control system (2), a communication module (3), a monitoring module (4), a power module (5) and an alignment module (6) are arranged inside the hull (1); the control system (2), the communication module (3) and the monitoring module (4) are interconnected; the control system (2) is respectively connected to the power module (5) and the alignment module (6). The power module (5) includes a storage battery (501), an intelligent rudder (502) and a propeller. The storage battery (501) is installed inside the hull (1) to provide electrical energy for the control system (2), the communication module (3), the monitoring module (4), the intelligent rudder (502), the propeller and the alignment module (6). The monitoring module (4) can obtain the status information of the hull (1), the power module (5) and the alignment module (6) and send it 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 installed inside the hull (1), connected to the propeller, and can control the rotation direction and power of the propeller, so as to realize the forward, backward and / or turning of the entire hull (1). The alignment module (6) is installed between the propeller and the hull (1), and can control the output direction of the propeller, so as to adjust the navigation attitude of the hull (1), and can realize the smooth rowing of the entire hull (1). The alignment 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 outside of the tail of the hull (1), the cylindrical hinge is rotatably hinged on the steering rod in a single plane, the cylindrical hinge is divided into a single-hole cylindrical hinge and a double-hole cylindrical hinge, and mutually perpendicular cylindrical holes are arranged at both ends of the double-hole cylindrical hinge. The head of the steering rod is connected to the outside of the tail of the hull (1) through a spherical hinge (601), and a propeller is mounted at the tail. A vertical hydraulic cylinder (608) and a horizontal hydraulic cylinder (609) are respectively arranged on two intersecting planes with the steering rod as the axis; the tails of the vertical hydraulic cylinder (608) and the horizontal hydraulic cylinder (609) are respectively connected to the outside of the tail of the hull (1) through a spherical hinge (601), the head of the vertical hydraulic cylinder (608) is connected to the middle front part of the steering rod through a single-hole cylindrical hinge, and the head of the horizontal hydraulic cylinder (609) is connected to the middle front part of the steering rod through a double-hole cylindrical hinge; that is, a firm truss structure is formed among the vertical hydraulic cylinder (608), the horizontal hydraulic cylinder (609), the steering rod, the spherical rubber, the cylindrical hinge and the hull (1), and the vertical hydraulic cylinder (608) is used to adjust the vertical position of the tail of the steering rod, and the horizontal hydraulic cylinder (609) is used to adjust the horizontal position of the tail of the steering rod. The alignment module (6) further includes a linkage rod (605). A left steering rod (610) is arranged on the left side of the tail of the hull (1), and a left propeller (612) is mounted on the left steering rod (610). On the right side of the tail of the hull (1), a right steering rod (611) is provided, and a right propeller (613) is mounted on the right steering rod (611); When the left steering rod (610) and the right steering rod (611) are installed, the longitudinal axis plane of the hull (1) is used as the symmetry 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 cylindrical hinge, and the other end is connected to the middle front part of the right steering rod (611) through a double-hole cylindrical hinge. The mounting distance of the left steering rod (610) and the right steering rod (611) on the tail of the hull (1) is equal to the length of the linkage rod (605), that is, the left steering rod (610), the linkage rod (605), the right steering rod (611) and their connection points on the tail of the hull (1) form a truss structure of a parallelogram; The steering adjustment module (6) further includes a rotatable guide plate (614) and a matching rotary motor (615). The guide plate (614) is arranged on the linkage rod (605). The initial state of the guide plate (614) is a horizontal placement state. The control system (2) is connected to and can control the rotary motor (615); during the forward rowing process of the hull (1), when the control system (2) starts the rotary motor (615) to drive the guide plate (614) to tilt upwards, the tail of the hull (1) can be pressed downwards to inhibit the forward tilt phenomenon of the hull (1). When the control system (2) starts the rotary motor (615) to drive the guide plate (614) to press downwards, the tail of the hull (1) can be lifted upwards to inhibit the backward tilt phenomenon of the hull (1); The steering adjustment module (6) further includes a vertical nozzle (616) arranged in the middle of the linkage rod (605). 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, and the tail of the hull (1) can be pressed downwards to inhibit the forward tilt phenomenon of the hull (1); when the water spraying motor (617) drives the water spraying paddle (618) to rotate counterclockwise, the vertical nozzle (616) sprays water downwards, and the tail of the hull (1) is lifted upwards to inhibit the backward tilt phenomenon of the hull (1).

2. The automatic adjustment device for a ship propeller thruster according to claim 1, characterized in that: The monitoring module (4) includes a micro gyroscope (401), a GPS navigator (402) and a displacement sensor (403); The micro gyroscope (401) is arranged at one or more places inside the hull (1) for monitoring the attitude information of the hull (1); The GPS navigator (402) is embedded in the control system (2) for monitoring the position, speed and course of the hull (1); The displacement sensor (403) is arranged inside the hydraulic cylinder and can monitor the extended length of the hydraulic cylinder; A manual button (201) and an automatic button (202) connected to the control system (2) are arranged inside the hull (1); The manual button (201) can trigger the manual adjustment mode of the control system (2), facilitating the driver to manually input an angle control command to the control system (2). The control system (2) of the ship analyzes this angle control command, generates a corresponding angle adjustment command, and then issues the angle adjustment command to the steering module (6). The automatic button (202) can trigger the automatic adjustment mode of the control system (2), facilitating the control system (2) to automatically generate an angle adjustment command based on the monitoring information of the monitoring module (4) and issue the angle adjustment command to the steering module (6).

3. The automatic adjustment device for a ship's propeller thruster according to claim 2, characterized in that: An anti-vibration ball (619) is hoisted at the highest point of the hull (1), which can suppress the phenomenon of repeated shaking and vibration of the hull (1).

4. A method for using an automatic adjustment device for a ship's propeller thruster, applicable to the automatic adjustment device for a ship's propeller thruster described in claims 1-3, characterized in that: The control system (2) obtains an angle adjustment command according to the manually input angle control command or the monitoring information of the monitoring module (4), queries the smooth characteristic library to obtain a steering command, and then issues this steering command to the steering module (6). After receiving the steering command, the steering module (6) analyzes the command information, starts the hydraulic cylinder to act to the target specified length, the head of the hydraulic cylinder drives the steering rod to swing to the target pointing angle, and the steering rod drives the propeller to adjust to the target output angle; then the intelligent rudder (502) adjusts the propeller output to the target output. Specifically, when the hydraulic cylinder acts, it can synchronously swing the steering rod to the target pointing angle, that is, synchronously adjust the extension lengths of the vertical hydraulic cylinders (608) and the horizontal hydraulic cylinders (609) on each steering rod, so that the tail of the steering rod moves from the current position to the target position at the shortest distance. The method for making the smooth characteristic library includes: According to the physical characteristics of the weight, center of gravity, draft and resistance of the hull (1), a simulation experiment is carried out during the design of the hull (1) to obtain the ship's speed range and inclination range, and the corresponding adjustment angles and power values of the propeller required to eliminate the inclination under this speed condition, so as to determine the corresponding parameters under the demand of smooth navigation. The corresponding parameters include the initial lengths and the target lengths to be extended of the horizontal hydraulic cylinders (609) and the vertical hydraulic cylinders (608) on each steering rod, the initial ship speed and inclination of the hull (1), the initial power and target power of the propeller. Among them, to achieve the smooth navigation of the hull (1), the angles required for fine adjustment of the propeller are different under different power conditions. Moreover, after the propeller adjusts the angle, if the target ship speed of the hull (1) is to be maintained, the intelligent rudder (502) also needs to adjust the propeller to the target power, and repeatedly fine-tune the angle and power of the propeller to finally achieve smooth navigation.

5. The method for using an automatic adjustment device for a ship's propeller thruster according to claim 4, characterized in that: A feedback optimization link is added to the control system (2). The control system (2) collects the monitoring data of the intelligent rudder (502), the micro gyroscope (401) and the GPS navigator (402), and issues an optimization control instruction to the steering module (6) according to the requirement of the hull (1) stability. The steering module (6) executes the optimization control instruction to suppress the phenomenon of over-adjustment or jitter during the stable adjustment of the ship.

6. The usage method of an automatic adjustment device for a ship propeller according to claim 5, characterized in that: The angle adjustment instruction, the steering instruction and the optimization control instruction issued to the steering module (6) are calculated in real time by the fuzzy PID algorithm stored in the control system (2).

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