Marine propulsion and ships

Abstract

This application discloses a marine propulsion system and a vessel. The marine propulsion system is used in a vessel, and the vessel includes a hull and a marine propulsion system. The marine propulsion system comprises: a frame for connecting to the hull; a first steering assembly mounted on the frame for adjusting the pitch angle and roll angle of the hull; a second steering assembly mounted on the frame for adjusting the heading of the hull; and a drive mechanism connected to the first and second steering assemblies, respectively, for controlling the first and second steering assemblies. In this manner, the present application enables free adjustment of the pitch angle, roll angle, and heading of the hull, thereby improving the reliability of the marine propulsion system.

Description

Technical Field

[0001] The present application relates to the field of ship technology, and in particular to a marine propulsion unit and a ship. Background Art

[0002] When encountering wind and waves or turning, a ship's hull will tilt and sway, and in severe cases, it may capsize. In related technologies, marine propulsion systems can only adjust the angle between the propulsion force and the hull to change the ship's direction, or heading, but cannot adjust other angles of the hull. This results in the inability to adjust the hull's attitude in a timely and flexible manner. The hull will tilt with wind and waves or turning, and the ship's stability is poor. Summary of the Invention

[0003] The present application provides a marine propulsion unit and a vessel, which can freely adjust the pitch angle, roll angle and heading of the vessel, so as to improve the reliability of the marine propulsion unit.

[0004] The present application proposes a marine propulsion device for use in a ship, which includes a hull and a marine propulsion device. The marine propulsion device includes: a frame for connecting to the hull; a first steering assembly, arranged on the frame, for adjusting the pitch angle and roll angle of the hull; a second steering assembly, arranged on the frame, for adjusting the heading of the hull; and a driving mechanism, respectively connected to the first steering assembly and the second steering assembly, for controlling the first steering assembly and the second steering assembly.

[0005] In a specific embodiment, the first steering assembly includes: a first hydrofoil, which is arranged at the first end of the frame and is rotatably connected to the first end of the frame; a first rotating member, the first end of the first rotating member is connected to the driving mechanism, and the second end of the first rotating member is connected to the first hydrofoil, for adjusting the rotation angle of the first hydrofoil and the first end of the frame to adjust the offset direction and offset angle of the first hydrofoil and the water surface; a second hydrofoil, which is arranged at the second end of the frame and is rotatably connected to the second end of the frame, with the first end and the second end arranged opposite to each other; a second rotating member, the first end of the second rotating member is connected to the driving mechanism, and the second end of the second rotating member is connected to the second hydrofoil, for adjusting the rotation angle of the second hydrofoil and the second end of the frame to adjust the offset direction and offset angle of the second hydrofoil and the water surface; wherein the driving mechanism drives the first hydrofoil and the second hydrofoil to offset in opposite directions to adjust the rollover angle of the hull; the driving mechanism drives the first hydrofoil and the second hydrofoil to offset in the same direction to adjust the pitch angle of the hull.

[0006] In a specific embodiment, the marine propulsion unit further includes: a first propulsion mechanism, fixedly connected to the first end of the frame, the first propulsion mechanism is electrically connected to the driving mechanism, and the first propulsion mechanism is used to generate propulsion force; a second propulsion mechanism, fixedly connected to the second end of the frame, the second propulsion mechanism is electrically connected to the driving mechanism, and the second propulsion mechanism is used to generate propulsion force, with the first end and the second end being arranged opposite to each other.

[0007] In a specific embodiment, the frame includes: a vertical rod, the first end of the vertical rod is used to connect to the hull; a cross rod, which is arranged perpendicular to the vertical rod, the second end of the vertical rod is connected to the midpoint of the cross rod, the midpoint is located between the first end and the second end of the cross rod, the first end of the cross rod is connected to the first propulsion mechanism, and the second end of the cross rod is connected to the second propulsion mechanism; the first hydrofoil is located between the midpoint and the first propulsion mechanism, and the second hydrofoil is located between the midpoint and the second propulsion mechanism.

[0008] In a specific embodiment, the second steering assembly includes: an adjusting member, which is arranged on the vertical rod; a third rotating member, the first end of the third rotating member is connected to the driving mechanism, and the second end of the third rotating member is connected to the adjusting member, which is used to adjust the swing of the adjusting member on the water surface to adjust the heading of the hull.

[0009] In a specific embodiment, the first propulsion mechanism includes: a first motor connected to the driving mechanism; and a first propeller connected to the first motor and configured to rotate under the drive of the first motor.

[0010] In a specific embodiment, the second propulsion mechanism includes: a second motor connected to the driving mechanism; and a second propeller connected to the second motor and configured to rotate under the drive of the second motor.

[0011] In a specific embodiment, the driving mechanism drives the first propulsion mechanism to rotate at a first rotational speed and drives the second propulsion mechanism to rotate at a second rotational speed, wherein the first rotational speed is different from the second rotational speed, so as to adjust the heading of the ship.

[0012] In a specific embodiment, the marine propulsion unit further includes: a chassis, the driving mechanism is arranged in the chassis, and the frame is connected to the chassis.

[0013] The present application proposes a ship, which includes: a hull; and the above-mentioned marine propeller, which is arranged on the hull.

[0014] The marine propulsion system of the present application includes a first steering assembly and a second steering assembly mounted on a frame. A driving mechanism drives the first steering assembly to adjust the pitch angle and roll angle of the hull, and drives the second steering assembly to adjust the hull's heading. Therefore, the present application can freely and flexibly adjust the hull's angle in multiple directions, timely adjusting the hull's three-dimensional posture to offset hull tilt caused by waves or turns, thereby improving the hull's stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which:

[0016] Figure 1 It is a structural schematic diagram of the three-dimensional posture of the marine propeller of the present application;

[0017] Figure 2 It is a structural schematic diagram of an embodiment of the marine propulsion device applied for;

[0018] Figure 3 yes Figure 2 A schematic top view of a frame, a first steering assembly, a second steering assembly, a first propulsion mechanism, and a second propulsion mechanism in a marine propulsion system according to an embodiment;

[0019] Figure 4 yes Figure 2 A schematic side view of a frame, a first steering assembly, a second steering assembly, a first propulsion mechanism, and a second propulsion mechanism in a marine propulsion system according to an embodiment;

[0020] Figure 5 This is a schematic structural diagram of the marine propeller of the present application in a deflected state;

[0021] Figure 6 This is a schematic structural diagram of the marine propulsion system of the present application in another deflected state;

[0022] Figure 7 This is a structural diagram of an embodiment of a crossbar, a first hydrofoil, and a second hydrofoil in a marine propulsion system of the present application;

[0023] Figure 8 This is a structural schematic diagram of another embodiment of the crossbar, the first hydrofoil and the second hydrofoil in the marine propulsion device of the present application;

[0024] Figure 9 It is a structural schematic diagram of an embodiment of the ship of the present application. DETAILED DESCRIPTION

[0025] The present application will be further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only intended to illustrate the present application and are not intended to limit the scope of the present application. Similarly, the following examples are only some examples of the present application and not all examples. All other examples obtained by those of ordinary skill in the art without creative work are intended to fall within the scope of protection of this application.

[0026] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on the specific circumstances.

[0027] In the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0028] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0029] like Figure 1 As shown, Figure 1The diagram is a structural diagram of the three-dimensional posture of the marine propulsion system of the present application. When a ship encounters wind and waves or turns, the hull will tilt and sway, and in severe cases, it may capsize. The hull is set in the forward direction (i.e., Forward) and the rear direction (i.e., Back). In the related art, the marine propulsion system can only change the Yaw angle of the hull by adjusting the angle between the propulsion force and the hull. Even if the hull swings left (i.e., Left direction) or right (i.e., Right direction) on the water surface, thereby changing the course of the hull, it is difficult to adjust other angles of the hull, such as the Pitch angle, i.e., the hull swings vertically to the water surface in the upward (i.e., Up direction) or downward (i.e., Down direction) direction. The Pitch angle can also be called the Pitch angle; and the Roll angle, i.e., the hull swings vertically to the water surface in the Left direction or the Right direction. The Roll angle can also be called the Roll angle. As a result, the hull's posture cannot be adjusted in a timely and free manner. The hull will tilt with the turn, and the stability of the ship is poor.

[0030] In order to adjust the Yaw angle, Pitch angle and Roll angle of the ship, the present application first proposes a marine propeller, such as Figures 2 to 4 As shown, Figure 2 It is a structural schematic diagram of an embodiment of the marine propulsion device applied for; Figure 3 yes Figure 2 A schematic top view of a frame, a first steering assembly, a second steering assembly, a first propulsion mechanism, and a second propulsion mechanism in a marine propulsion system according to an embodiment;

[0031] Figure 4 yes Figure 2 Schematic side view of a frame, a first steering assembly, a second steering assembly, a first propulsion mechanism, and a second propulsion mechanism in a marine propulsion system according to an embodiment. The marine propulsion system 20 according to this embodiment is used for a ship (not shown), which includes a hull (not shown) and the marine propulsion system 20. The marine propulsion system 20 according to this embodiment includes: a frame 21, a first steering assembly 22, a second steering assembly 23, and a drive mechanism 24; wherein the frame 21 is used to connect to the hull; the first steering assembly 22 is arranged on the frame 21 and is used to adjust the pitch angle and roll angle of the hull; the second steering assembly 23 is arranged on the frame 21 and is used to adjust the heading of the hull; the drive mechanism 24 is respectively connected to the first steering assembly 22 and the second steering assembly 23 and is used to control the first steering assembly 22 and the second steering assembly 23.

[0032] The marine propulsion system 20 of this embodiment includes a first steering assembly 22 and a second steering assembly 23 mounted on a frame 21. A drive mechanism 24 drives the first steering assembly 22 to adjust the pitch angle and roll angle of the hull, and the drive mechanism 24 drives the second steering assembly 23 to adjust the hull's heading. Therefore, this embodiment can freely and flexibly adjust the hull's angle in multiple directions, timely adjusting the hull's three-dimensional posture to offset hull tilt caused by waves or turns, thereby improving the hull's stability.

[0033] This embodiment enables the ship to freely and flexibly adjust the Yaw angle, Pitch angle and Roll angle of the hull when encountering wind and waves or turning, so that the hull remains stable and the stability of the hull is improved.

[0034] Optionally, the first steering assembly 22 of this embodiment includes: a first hydrofoil 221, a first rotating member 222, a second hydrofoil 223 and a second rotating member 224; wherein the first hydrofoil 221 is arranged at the first end of the frame 21 and is rotatably connected to the first end of the frame 21; the first end of the first rotating member 222 is connected to the driving mechanism 24, and the second end of the first rotating member 222 is connected to the first hydrofoil 221, for adjusting the rotation angle of the first hydrofoil 221 and the first end of the frame 21, so as to adjust the offset direction and offset angle of the first hydrofoil 221 and the water surface; the second hydrofoil 223 is arranged at the second end of the frame 21 and is rotatably connected to the second end of the frame 21, and the first end and the second end of the frame 21 are arranged opposite to each other; the first end of the second rotating member 224 is connected to the driving mechanism 24, and the second end of the second rotating member 224 is connected to the second hydrofoil 223, for adjusting the rotation angle of the second hydrofoil 223 and the second end of the frame 21, so as to adjust the offset direction and offset angle of the second hydrofoil 223 and the water surface.

[0035] The first end of the first rotating member 222 can be in transmission connection with the driving mechanism 24 via a transmission assembly, so that the driving mechanism 24 drives the transmission assembly to drive the first rotating member 222 to rotate, or the first end of the first rotating member 222 can be electrically connected to the driving mechanism 24 via a drive line, so that the driving mechanism 24 provides an electrical drive signal to control the rotation of the first rotating member 222. The first end of the second rotating member 224 can be in transmission connection with the driving mechanism 24 via a transmission assembly, so that the driving mechanism 24 drives the transmission assembly to drive the second rotating member 224 to rotate, or the first end of the second rotating member 224 can be electrically connected to the driving mechanism 24 via a drive line, so that the driving mechanism 24 provides an electrical drive signal to control the rotation of the second rotating member 224.

[0036] The first hydrofoil 221 may be arranged on the same side as the port side of the hull, and the second hydrofoil 223 may be arranged on the same side as the starboard side of the hull; and the marine propeller 20 may be arranged at the stern of the hull.

[0037] The driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to deflect in opposite directions to adjust the rollover angle of the hull.

[0038] In an application scenario, such as Figure 5 As shown, Figure 5 This is a structural diagram of the marine propeller of the present application in a deflected state. The driving mechanism 24 drives the first hydrofoil 221 to swing downward. From fluid mechanics, it can be known that the pressure on the upper side of the first hydrofoil 221 is lower than the pressure on the lower side, so the marine propeller 20 generates an upward lift. The driving mechanism 24 drives the second hydrofoil 223 to swing upward. The pressure on the upper side of the second hydrofoil 223 is higher than the pressure on the lower side, so the marine propeller 20 generates a downward thrust. Therefore, under the joint action of the first hydrofoil 221 and the second hydrofoil 223, the clockwise rollover of the hull (seen from the stern end) can be achieved, and the rollover angle of the hull can be adjusted to keep the hull stable.

[0039] Similarly, the driving mechanism 24 drives the first hydrofoil 221 to swing upward. From fluid mechanics, it is known that the pressure on the upper side of the first hydrofoil 221 is higher than the pressure on the lower side, so the marine propeller 20 generates a downward thrust. The driving mechanism 24 drives the second hydrofoil 223 to swing downward. The pressure on the upper side of the second hydrofoil 223 is lower than the pressure on the lower side, so the marine propeller 20 generates an upward lift. Therefore, under the joint action of the first hydrofoil 221 and the second hydrofoil 223, the counterclockwise rollover of the hull (seen from the stern end) can be achieved, and the rollover angle of the hull can be adjusted to keep the hull stable.

[0040] The specific rollover angle of the hull can be determined by the swing angles of the first hydrofoil 221 and the second hydrofoil 223 .

[0041] like Figure 1 As shown, the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to deflect in opposite directions, so as to adjust the rollover angle of the hull, that is, the Roll angle.

[0042] The driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to deflect in the same direction to adjust the pitch angle of the hull.

[0043] In an application scenario, such as Figure 6 As shown, Figure 6 This is a structural diagram of the marine propeller of the present application in another deflected state. The driving mechanism 24 drives the first hydrofoil 221 to swing downward. From fluid mechanics, it can be known that the pressure on the upper side of the first hydrofoil 221 is lower than the pressure on the lower side. Therefore, the marine propeller 20 generates an upward lift. The driving mechanism 24 drives the second hydrofoil 223 to swing downward. The pressure on the upper side of the second hydrofoil 223 is lower than the pressure on the lower side. Therefore, the marine propeller 20 generates an upward lift, which can realize the forward and backward pitch of the hull, adjust the pitch angle of the hull, and keep the hull stable.

[0044] Similarly, the driving mechanism 24 drives the first hydrofoil 221 to swing upward. From fluid mechanics, it can be seen that the pressure on the upper side of the first hydrofoil 221 is higher than the pressure on the lower side, so the marine propeller 20 generates a downward thrust. The driving mechanism 24 drives the second hydrofoil 223 to swing upward. The pressure on the upper side of the second hydrofoil 223 is higher than the pressure on the lower side, so the marine propeller 20 generates a downward thrust, which can realize the forward and backward pitch of the hull, adjust the pitch angle of the hull, and keep the hull stable.

[0045] The specific pitch angle of the hull can be determined by the swing angles of the first hydrofoil 221 and the second hydrofoil 223 .

[0046] like Figure 1 As shown, the driving mechanism 24 drives the first hydrofoil 221 and the second hydrofoil 223 to deflect in the same direction, so as to adjust the pitch angle of the hull, that is, the Pitch angle.

[0047] Optionally, the marine propulsion unit 20 of this embodiment further includes: a first propulsion mechanism 25 and a second propulsion mechanism 26, wherein the first propulsion mechanism 25 is fixedly connected to the first end of the frame 21, the first propulsion mechanism 25 is electrically connected to the driving mechanism 24, and the first propulsion mechanism 25 is used to generate propulsion force; the second propulsion mechanism 26 is fixedly connected to the second end of the frame 21, the second propulsion mechanism 26 is electrically connected to the driving mechanism 24, and the second propulsion mechanism 26 is used to generate propulsion force, and the first end and the second end of the frame 21 are arranged back to back.

[0048] The first propulsion mechanism 25 and the second propulsion mechanism 26 are used to provide propulsion force to the marine propeller 20 to achieve propulsion of the ship.

[0049] Optionally, the first propulsion mechanism 25 of this embodiment includes: a first motor (not shown) and a first propeller (not marked), the first motor is connected to the driving mechanism 24, and the driving mechanism 24 is used to drive the first motor; the first propeller is connected to the first motor and is used to rotate under the drive of the first motor.

[0050] Optionally, the second propulsion mechanism 26 of this embodiment includes: a second motor (not shown) and a second propeller (not marked), the second motor is connected to the driving mechanism 24, and the driving mechanism 24 is used to drive the second motor; the second propeller is connected to the second motor and is used to rotate under the drive of the second motor.

[0051] In this embodiment, the first motor and the second motor are placed downward (i.e., the first motor and the second motor are located underwater when working), and water flow can be used for heat dissipation, thereby reducing damage to the first motor and the second motor due to overheating and improving the reliability of the first propeller and the second propeller.

[0052] The first propulsion mechanism 25 is arranged on the same side as the first hydrofoil 221 , and the second propulsion mechanism 26 is arranged on the same side as the second hydrofoil 223 .

[0053] Optionally, the frame 21 of this embodiment includes: a vertical rod 211 and a cross rod 212; wherein the first end of the vertical rod 211 is used to connect to the hull; the cross rod 212 is arranged perpendicular to the vertical rod 211, the second end of the vertical rod 211 is connected to the midpoint of the cross rod 212, the midpoint of the cross rod 212 is located between the first end and the second end of the cross rod 212, the first end of the cross rod 212 is connected to the first propulsion mechanism 25, and the second end of the cross rod 212 is connected to the second propulsion mechanism 26; the first hydrofoil 221 is located between the midpoint of the cross rod 212 and the first propulsion mechanism 25, and the second hydrofoil 223 is located between the midpoint of the cross rod 212 and the second propulsion mechanism 26.

[0054] The vertical rod 211 is arranged perpendicular to the water surface.

[0055] The first propulsion mechanism 25 and the second propulsion mechanism 26 of this embodiment are fixedly connected to the crossbar 212 , and when the hull deflects, the entire marine propeller 20 is driven to deflect along with the hull.

[0056] Alternatively, as Figure 7 As shown, Figure 7 This is a schematic diagram of the structure of an embodiment of a crossbar, first hydrofoil, and second hydrofoil in the marine propulsion system of the present application. One side of the first hydrofoil 221 is rotatably connected to the first end of the crossbar 212. Specifically, the first end of the crossbar 212 passes through one side of the first hydrofoil 221. Driven by the drive mechanism 24, the first hydrofoil 221 rotates upward or downward with this side as the rotation point. One side of the second hydrofoil 223 is rotatably connected to the second end of the crossbar 212. Specifically, the second end of the crossbar 212 passes through one side of the second hydrofoil 223. Driven by the drive mechanism 24, the second hydrofoil 223 rotates upward or downward with this side as the rotation point.

[0057] In another embodiment, if Figure 8 As shown, Figure 8 This is a schematic diagram of the structure of another embodiment of the crossbar, first hydrofoil, and second hydrofoil in the marine propulsor of the present application. The middle portion of the first hydrofoil 221 is rotatably connected to the first end of the crossbar 212. Specifically, the first end of the crossbar 212 passes through the middle portion of the first hydrofoil 221. Under the drive of the drive mechanism 24, the first hydrofoil 221 rotates with the middle portion as the rotation point. The middle portion of the second hydrofoil 223 is rotatably connected to the second end of the crossbar 212. Specifically, the second end of the crossbar 212 passes through the middle portion of the second hydrofoil 223. Under the drive of the drive mechanism 24, the second hydrofoil 223 rotates with the middle portion as the rotation point.

[0058] Optionally, the second steering assembly 23 of this embodiment includes: an adjusting member 231 and a third rotating member 232; wherein, the adjusting member 231 is arranged on the vertical rod 211; the first end of the third rotating member 232 is connected to the driving mechanism 24, and the second end of the third rotating member 232 is connected to the adjusting member 231, which is used to adjust the swing of the adjusting member 231 on the water surface to adjust the heading of the hull.

[0059] In one application scenario, the driving mechanism 24 drives the adjustment member 231 to swing to the left. From fluid mechanics, it can be seen that the pressure on the left side of the adjustment member 231 is higher than the pressure on the right side. Therefore, the tail of the ship generates a thrust to the right, causing the head of the ship to turn left. Therefore, under the action of the adjustment member 231, the ship can be deflected to the left.

[0060] Similarly, the driving mechanism 24 drives the adjustment member 231 to swing to the right. From fluid mechanics, it can be seen that the pressure on the right side of the adjustment member 231 is higher than the pressure on the left side. Therefore, the tail of the ship generates a left thrust, causing the head of the ship to turn right. Therefore, under the action of the adjustment member 231, the ship can be deflected to the right.

[0061] The specific heading angle of the ship can be determined by the swing angle of the adjustment member 231.

[0062] like Figure 1 As shown, the driving mechanism 24 drives the adjusting member 231 to deviate in the left and right directions, so as to adjust the heading of the ship, that is, the Yaw angle.

[0063] In another embodiment, the drive mechanism can further drive the first motor to rotate the first propeller at a first speed, and the second motor to rotate the second propeller at a second speed, wherein the first speed is different from the second speed, to adjust the heading of the vessel. This embodiment differs from the above embodiment in that the heading of the vessel is adjusted by adjusting the differential speed of the two propellers.

[0064] Optionally, continue to Figure 2 The marine propulsion unit 20 of this embodiment further includes a chassis 27 , a driving mechanism 24 is disposed in the chassis 27 , and the frame 21 is connected to the chassis 27 .

[0065] The chassis 27 is used to protect the driving mechanism 24 from interference such as water; one end of the vertical rod 211 in the frame 21 is connected to the chassis 27.

[0066] In other embodiments, the marine propeller further includes a clamp connected to the frame for fixed connection to the hull.

[0067] This application further proposes a ship, such as Figure 9 As shown, Figure 91 is a structural diagram of an embodiment of a ship of the present application. The ship 100 of this embodiment includes: a hull 110 and a ship propeller 120 , and the ship propeller 120 is fixedly connected to the hull 110 .

[0068] The specific structure and working principle of the marine propulsion unit 120 may be found in the above embodiments and will not be described in detail here.

[0069] The ship propeller 120 is provided on the stern of the hull 110 .

[0070] Optionally, the vessel 100 of this embodiment further includes: a control mechanism 93, a driver 94, a power supply 95, etc., all of which are arranged on the hull 110; the driver 94 is respectively connected to the control mechanism 93 and the ship propeller 120, and the control mechanism 93 controls the operation of the driver 94 to drive the ship propeller 120 to work; the power supply 95 is respectively connected to the ship propeller 120 and the control mechanism 93 to supply power to the ship propeller 120, the control mechanism 93, etc.

[0071] The marine propulsion unit 120 of this embodiment is an outboard motor.

[0072] In other embodiments, the marine propeller may also be an inboard engine, that is, the marine propeller is disposed inside the hull.

[0073] The marine propeller of the present application is used for a ship, which includes a hull and a marine propeller, and the marine propeller includes: a frame for connecting to the hull; a first steering assembly arranged on the frame for adjusting the pitch angle of the hull and the roll angle of the hull; a second steering assembly arranged on the frame for adjusting the heading of the hull; a driving mechanism connected to the first steering assembly and the second steering assembly respectively, for providing power to the first steering assembly and the second steering assembly. The marine propeller of the present application is provided with a first steering assembly and a second steering assembly arranged on the frame, and the driving mechanism drives the first steering assembly to adjust the pitch angle of the hull and the roll angle of the hull, and drives the second steering assembly to adjust the heading of the hull. Therefore, the present application can freely and flexibly adjust the angles of the hull in multiple directions, and timely adjust the three-dimensional posture of the hull to offset the tilt of the hull caused by waves or turns, and can improve the stability of the hull.

[0074] The present application utilizes the principles of fluid mechanics to adjust the left and right roll angles and the fore and aft pitch angles of the hull by adjusting the lift hydrofoils on both sides of the marine propeller, namely the first hydrofoil and the second hydrofoil. This can timely adjust the hull's attitude and reduce the hull's swaying. By adjusting the rudder, namely the swinging direction and angle of the adjusting part, the flexibility of controlling the ship can be increased, the control freedom can be increased, and the hull stability can be improved.

[0075] The above description is only an implementation method of the present application and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A marine propeller, characterized in that: Used for a ship, the ship comprises a hull and a marine propeller, the marine propeller comprises: a frame, used for connecting to the hull; a first steering assembly, disposed on the frame, for adjusting the pitch angle and roll angle of the hull; a second steering assembly, disposed on the frame, for adjusting the heading of the hull; a driving mechanism, connected to the first steering assembly and the second steering assembly, respectively, for controlling the first steering assembly and the second steering assembly; Wherein, the first steering assembly includes: a first hydrofoil, disposed at the first end of the frame and rotatably connected to the first end of the frame; a first rotating member, wherein a first end of the first rotating member is connected to the driving mechanism, and a second end of the first rotating member is connected to the first hydrofoil, and is used to adjust a rotation angle between the first hydrofoil and the first end of the frame, so as to adjust an offset direction and an offset angle between the first hydrofoil and the water surface; a second hydrofoil, disposed at the second end of the frame and rotatably connected to the second end of the frame, wherein the first end and the second end are disposed opposite to each other; a second rotating member, wherein a first end of the second rotating member is connected to the driving mechanism, and a second end of the second rotating member is connected to the second hydrofoil, and is used to adjust a rotation angle between the second hydrofoil and the second end of the frame, so as to adjust an offset direction and an offset angle between the second hydrofoil and the water surface; The driving mechanism drives the first hydrofoil and the second hydrofoil to deflect in opposite directions to adjust the rollover angle of the hull; The driving mechanism drives the first hydrofoil and the second hydrofoil to deflect in the same direction to adjust the pitch angle of the hull.

2. The marine propulsion unit according to claim 1, wherein: Also includes: a first propulsion mechanism, fixedly connected to the first end of the frame, the first propulsion mechanism being electrically connected to the driving mechanism, and the first propulsion mechanism being used to generate propulsion force; The second propulsion mechanism is fixedly connected to the second end of the frame, the second propulsion mechanism is electrically connected to the driving mechanism, the second propulsion mechanism is used to generate propulsion force, and the first end and the second end are arranged opposite to each other.

3. The marine propulsion unit according to claim 2, wherein: The frame includes: a vertical rod, wherein a first end of the vertical rod is used to be connected to the hull; a cross bar, arranged perpendicular to the vertical bar, the second end of the vertical bar being connected to the midpoint of the cross bar, the midpoint being located between the first end and the second end of the cross bar, the first end of the cross bar being connected to the first propulsion mechanism, and the second end of the cross bar being connected to the second propulsion mechanism; The first hydrofoil is located between the midpoint and the first propulsion mechanism, and the second hydrofoil is located between the midpoint and the second propulsion mechanism.

4. The marine propulsion unit according to claim 3, wherein: The second steering assembly comprises: an adjusting member, arranged on the vertical rod; A third rotating member, wherein the first end of the third rotating member is connected to the driving mechanism, and the second end of the third rotating member is connected to the adjusting member, is used to adjust the swing of the adjusting member on the water surface to adjust the heading of the hull.

5. The marine propulsion unit according to claim 2, characterized in that: The first propulsion mechanism comprises: a first motor connected to the driving mechanism; The first propeller is connected to the first motor and is configured to rotate under the drive of the first motor.

6. The marine propulsion unit according to claim 2, characterized in that: The second propulsion mechanism comprises: a second motor connected to the driving mechanism; The second propeller is connected to the second motor and is configured to rotate under the drive of the second motor.

7. The marine propulsion unit according to claim 2, wherein: The driving mechanism drives the first propulsion mechanism to rotate at a first rotation speed and drives the second propulsion mechanism to rotate at a second rotation speed, wherein the first rotation speed is different from the second rotation speed, so as to adjust the heading of the hull.

8. The marine propulsion unit according to any one of claims 1 to 7, characterized in that: Also includes: The driving mechanism is arranged in the chassis, and the frame is connected to the chassis.

9. A ship, characterized in that: include: hull; The marine propeller according to any one of claims 1 to 8 is arranged on the hull.

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