Semi-submerged propeller propulsion device with differentiated vibration reduction

Abstract

The present application relates to a semi-submerged propeller propulsion device with differentiated vibration damping, comprising a propulsion mechanism, an adjustment mechanism, and a shock-absorbing mechanism; the propulsion mechanism is used to provide power, and one end of the propulsion mechanism can be connected to the stern plate; one side of the adjustment mechanism is used to connect to the propulsion mechanism, and the other side is used to connect to the stern plate, and the adjustment mechanism is used to drive the propulsion mechanism to swing to adjust the positional relationship of the propulsion mechanism relative to the stern plate; the shock-absorbing mechanism includes a first shock-absorbing component connected between the propulsion mechanism and the stern plate and a second shock-absorbing component connected between the adjustment mechanism and the stern plate, and the shock-absorbing coefficients of the first shock-absorbing component and the second shock-absorbing component are different from each other. The device can specifically eliminate the oscillations transmitted to the ship from the various components of the semi-submerged propulsion device with differentiated vibration damping, improve the stability of the ship, and reduce safety hazards.

Description

Technical Field

[0001] The present application relates to the technical field of semi-submerged propeller ships, and in particular to a semi-submerged propeller propulsion device with differentiated vibration reduction. Background Art

[0002] Semi-submerged propellers are commonly used in shipping. A semi-submerged propeller operates normally with only half of its blades submerged in water at high speeds. The semi-submerged propulsion system with differentiated vibration reduction integrates a semi-submerged propeller, a drive unit, a steering cylinder, a trim cylinder, and a hydraulic control system. This system offers zero cavitation erosion, low resistance, high efficiency, and flexible control at high speeds, making it one of the preferred propulsion methods for high-speed vessels worldwide.

[0003] During navigation, the steering cylinder, trim cylinder, and drive shaft of the semi-submerged propeller propulsion device with differentiated vibration reduction all transmit forces to the stern plate. The ship is subjected to external forces in all directions, causing the hull to vibrate greatly. Summary of the Invention

[0004] Based on this, it is necessary to address the problem and provide a semi-submerged propeller propulsion device with differentiated vibration reduction, which can specifically eliminate the vibrations transmitted to the ship from various components of the semi-submerged propeller propulsion device with differentiated vibration reduction, thereby improving the stability of the ship.

[0005] The present application provides a semi-submerged propeller propulsion device with differentiated vibration damping. The semi-submerged propeller propulsion device with differentiated vibration damping includes a propulsion mechanism, an adjustment mechanism and a shock-absorbing mechanism. The propulsion mechanism is used to provide power, and one end of the propulsion mechanism can be connected to the stern plate; one side of the adjustment mechanism is used to be connected to the propulsion mechanism, and the other side is used to be connected to the stern plate, and the adjustment mechanism is used to drive the propulsion mechanism to swing so as to adjust the position relationship of the propulsion mechanism relative to the stern plate; the shock-absorbing mechanism includes a first shock-absorbing component connected between the propulsion mechanism and the stern plate and a second shock-absorbing component connected between the adjustment mechanism and the stern plate. The shock-absorbing coefficients of the first shock-absorbing component and the second shock-absorbing component are different from each other, and can specifically eliminate the vibrations transmitted to the ship from various components of the semi-submerged propulsion device with differentiated vibration damping, thereby improving the stability of the ship.

[0006] In one embodiment, the first damping assembly has a smaller damping coefficient than the second damping assembly. As the direction of the force transmitted to the stern plate by the adjustment mechanism changes relative to the propulsion mechanism, the angle between the adjustment mechanism and the stern plate changes, resulting in a change in the direction of the force transmitted to the stern plate. A larger damping coefficient allows the corresponding second damping assembly to buffer multi-directional vibrations from the adjustment mechanism. The second damping assembly can also absorb greater load impacts, thereby improving the operational stability of the entire semi-submerged propulsion device with differentiated vibration damping.

[0007] In one embodiment, the first shock-absorbing assembly includes an elastic unit connected between the propulsion mechanism and the stern plate, a detection unit, and a control unit. The detection unit is used to detect the force parameters between the propulsion mechanism and the stern plate in real time; the control unit is used to obtain the force parameters and, based on the force parameters, control the elastic unit to undergo a preset elastic deformation. The control unit adjusts the elasticity of the elastic unit in response to varying degrees of vibration, ensuring that the spring of the first shock-absorbing assembly remains within an optimal preload range based on external vibration. This maximizes the shock-absorbing effect of the elastic unit, meets shock-absorbing requirements under varying load conditions, increases the service life of the elastic unit, and provides a high degree of automation.

[0008] In one embodiment, the first shock absorbing assembly further includes a sliding unit connected to the control unit. One end of the elastic unit is connected to the sliding unit, and the other end is connected to the propulsion mechanism. The control unit is capable of controlling the elastic unit to move relative to the propulsion mechanism to cause the elastic unit to undergo corresponding elastic deformation. By controlling the movement of the sliding unit, the control unit changes the elastic deformation of the elastic unit, thereby varying the elasticity of the elastic unit to meet operational requirements.

[0009] In one embodiment, a control unit controls the elastic unit to switch between a first state and a second state. When the force parameter is greater than a preset parameter, the elastic unit is controlled to undergo corresponding elastic deformation based on the force parameter, and the control unit controls the elastic unit to switch to the first state. When the force parameter is less than or equal to the preset parameter, the elastic unit is controlled to undergo elastic deformation based on the force parameter, and the control unit controls the elastic unit to switch to the second state. Compared with the first state, the elastic deformation of the elastic unit in the second state is smaller than that in the first state. In response to different levels of vibration, the elastic unit of the first shock-absorbing assembly will always maintain the spring in the optimal preload range according to the external vibration, so that the elastic unit achieves the maximum shock absorption effect, meets the shock absorption requirements under different load conditions, and improves the service life of the elastic unit.

[0010] In one embodiment, the adjustment mechanism includes a trim assembly and a steering assembly connected between the propulsion mechanism and the stern plate. The trim assembly and the steering assembly are each provided with a second damping assembly relative to the stern plate. The second damping assembly includes a first damping member disposed between the trim assembly and the stern plate and a second damping member disposed between the steering assembly and the stern plate. The damping coefficient of the first damping member is greater than the damping coefficient of the second damping member. Compared to the steering assembly, the vertical angle between the output axis of the trim assembly and the rotation axis continuously changes, and the direction of the force transmitted to the stern plate by the trim assembly changes. The greater the load coefficient, the more the first damping member can absorb vibrations from the trim assembly in multiple directions, thereby improving the operational stability of the entire semi-submerged propulsion device with differentiated vibration damping.

[0011] In one embodiment, the first shock absorber includes a first movable member connected to the trim assembly, a second movable member connected to the stern plate, and at least one rotating unit disposed between the first and second movable members. The rotating unit enables the first movable member to move relative to the second movable member, and the gap between the first and second movable members can be changed. This reduces the overall height of the first shock absorber, lowers the center of gravity during installation, and improves the operational stability of the entire semi-submerged propeller propulsion device with differentiated vibration damping.

[0012] In one embodiment, the rotating unit includes an elastic member, a sliding member and two rotating members, one end of the elastic member can be connected to the second movable member, and the other end can be connected to the sliding member, the two rotating members are tilted relative to the stern plate, one end of the two rotating members can be rotatably connected to the sliding member, and the other end can be ball-connected to the first movable member, and the sliding member can move on the surface of the second movable member along the compression direction or the tension direction of the elastic member to adjust the inclination of the rotating member relative to the stern plate. When an external force acts on the first movable member, the first movable member can move in multiple directions relative to the rotating member, and the sliding member can move in the chute along the compression direction or the tension direction of the elastic member, thereby changing the compression amount or the tension amount of the elastic member, converting the multi-directional vibration into a fixed-direction vibration, and achieving smooth shock absorption. The elastic member then absorbs the buffering force, thereby reducing the overall height of the first shock absorber, and the installation center of gravity is low, thereby improving the operational stability of the entire semi-submerged propulsion device with differentiated vibration absorption.

[0013] In one embodiment, the second shock-absorbing member includes multiple connectors connected between the steering assembly and the stern plate, and buffer members disposed between the connectors, each buffer member being configured to cushion the steering assembly. The multiple buffer members can withstand impact forces from different directions, providing a good shock-absorbing effect.

[0014] In one embodiment, the buffer members are evenly spaced between the steering assembly and the stern plate. The multiple buffer members can evenly absorb the prestress transmitted from the steering assembly, achieving a uniform shock absorption effect and reducing the risk of shaking and damage to the second shock absorber due to uneven force. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A partial cross-sectional view of a semi-submerged propeller propulsion device with differentiated vibration reduction in one embodiment of the present application;

[0016] Figure 2 Schematic diagram of a partial structure of a semi-submerged propeller propulsion device with differentiated vibration reduction in one embodiment of the present application;

[0017] Figure 3 is a perspective view of a semi-submerged propeller propulsion device with differentiated vibration reduction in one embodiment of the present application;

[0018] Figure 4 This is a schematic structural diagram of a first shock-absorbing component in one embodiment of the present application;

[0019] Figure 5 for Figure 4 A schematic structural diagram of the first shock absorbing member from another perspective;

[0020] Figure 6 Schematic diagram of the structure of the second shock-absorbing component in one embodiment of the present application.

[0021] Description of the accompanying drawings: 100, combined module; 10, propulsion mechanism; 11, first propulsion assembly; 12, second propulsion assembly; 20, adjustment mechanism; 21, longitudinal tilt assembly; 22, steering assembly; 23, coupling rod; 30, shock absorbing mechanism; 31, first shock absorbing assembly; 32, second shock absorbing assembly; 321, first shock absorbing member; 3211, first moving member; 3212, second moving member; 3213, rotating unit; 3213a, elastic member; 3213b, sliding member; 3213c, rotating member; 322, second shock absorbing member; 3221, connecting member; 3222, buffer member; 40, control mechanism; 50, stern plate. DETAILED DESCRIPTION

[0022] To make the above-mentioned objects, features, and advantages of the invention more readily apparent, specific embodiments of the invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the invention. However, the invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0023] In the description of the invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships described in the accompanying drawings, which are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the invention.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of an invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0025] In the present invention, unless otherwise expressly specified or limited, terms such as "installed," "connected," "connect," and "fixed" should be interpreted broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; and internal communication between two components or interaction between two components, unless otherwise expressly limited. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0026] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it 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 intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0027] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0028] See Figure 1 , Figure 1A schematic diagram of the structure of an embodiment of the present application is shown. An embodiment of the present application provides a semi-submerged propeller propulsion device with differentiated vibration damping. The semi-submerged propeller propulsion device 100 with differentiated vibration damping includes a propulsion mechanism 10, an adjustment mechanism 20, a damping mechanism 30, and a control mechanism 40. The propulsion mechanism 10 provides power, and the propulsion mechanism 10 operates to drive the ship's motion. The adjustment mechanism 20 is used to drive the position and output power of the propulsion mechanism 10 relative to the stern plate to adjust the ship's motion state, such as speed and direction. The propulsion mechanism 10 and the adjustment mechanism 20 cooperate with each other through the control mechanism 40 to enable the ship to move in the desired motion mode. The damping mechanism 30 is disposed at the connection between the propulsion mechanism 10 and the adjustment mechanism 20 relative to the stern plate 50. The damping mechanism 30 has different damping coefficients and can specifically eliminate vibrations transmitted from various components of the semi-submerged propulsion device with differentiated vibration damping to the stern plate 50, thereby improving the stability of the ship and reducing safety hazards.

[0029] The propulsion mechanism 10 includes at least two parallel-arranged first propulsion assemblies 11, second propulsion assemblies 12, and a drive assembly 13. The first propulsion assembly 11 and the second propulsion assembly 12 are respectively driven by the drive assembly 13. In the embodiment disclosed in this application, two drive assemblies 13 are provided, and the two drive assemblies 13 are respectively connected to the first propulsion assembly 11 and the second propulsion assembly 12.

[0030] The first propulsion assembly 11 includes a propeller 111 and a connecting seat 112. One end of the connecting seat 112 is used to connect to the propeller 111, and the other end is connected to the stern plate 50 through the shock-absorbing mechanism 30. The propeller 111 is connected to the drive assembly 13 through the connecting seat 112. The propeller 111 rotates around the rotation axis 101 under the action of the drive assembly 13. At the same time, the propeller 111 is movably connected to the connecting seat 112. The propeller 111 as a whole can achieve multiple degrees of freedom while rotating around the axis through the connecting seat 112. The first propulsion assembly 11 and the second propulsion assembly 12 have the same structure and dimensions. Therefore, this embodiment only uses one propulsion assembly 10 as an example to introduce, and does not elaborate on the same structure.

[0031] The driving assembly 13 may include a first driving member 131 that independently drives the first propulsion assembly 11 to move and a second driving member 132 that independently drives the second propulsion assembly 12 to move. The first driving member 131 and the second driving member 132 have similar structures. Taking the first driving member 131 as an example, the first driving member 131 has an output end that rotates around an output axis. The first driving member 131 includes a driving prime mover 1311, a transmission unit 1312, and a driving unit 1313. The prime mover 1311 is used to output driving force. The prime mover 1311 may be a diesel engine, a gasoline engine, or a similar engine. The motor, electric motor, etc. are not limited here; the transmission unit 1322 is connected to the output shaft of the prime mover 1311, and the transmission unit 1312 is used to adjust the drive output of the prime mover 1311 to a required range, for example: the speed, torque, and driving direction output by the prime mover 1311 are adjusted according to actual needs to meet usage requirements; the drive unit 1313 is connected between the transmission unit 1312 and the first propulsion assembly 11, and is used to transmit the power output by the transmission unit 1312 to the first propulsion assembly 11, so that the first propulsion assembly 11 can move according to actual needs.

[0032] In other embodiments, one or more of the transmission unit 1312 and the drive unit 1313 may not be provided, and the output shaft of the prime mover 1311 may be directly connected to the first propulsion assembly 11 or the second propulsion assembly 12, and the speed, torque, and movement direction output by the prime mover 1311 may be adjusted through electronic control.

[0033] In other embodiments, only one drive assembly 1313 may be provided. Accordingly, the drive assembly 1313 includes a prime mover 1311 and two sets of independent transmission units 1312 and drive units 1313. The prime mover 1311 simultaneously outputs driving forces of the same direction and power. The two independent transmission units 1312 can change the power and direction of the driving force as needed, and transmit it to the propulsion assembly 10 through the drive unit 1313.

[0034] One side of the regulating mechanism 20 is used to be connected to the propeller 111, and the other side is used to be connected to the stern plate 50. The regulating mechanism 20 controls the angle of the propeller 111 relative to the forward direction of the ship by controlling the swing of the propeller 111, so as to adjust the position relationship of the propeller 111 relative to the stern plate 50, thereby causing the semi-submerged propulsion device 100 with differentiated vibration reduction to deflect to make the ship turn.

[0035] like Figure 1-3As shown, the shock absorbing mechanism 30 includes a first shock absorbing assembly 31 connected between the propulsion mechanism 10 and the stern plate 50, and a second shock absorbing assembly 32 connected between the adjustment mechanism 20 and the stern plate 50. The first shock absorbing assembly 31 is disposed at the connection points between the first propulsion assembly 11 and the second propulsion assembly 12 relative to the stern plate 50. Due to the changing angle between the adjustment mechanism 20 and the stern plate 50, the stern plate 50 is subjected to multi-directional prestressing force from the adjustment mechanism 20. Compared to the adjustment mechanism 20, the angle between the connecting seat 112 of the propulsion mechanism 10 and the stern plate 50 remains unchanged, and the external force applied to the connecting seat 112 is less than that applied to the adjustment mechanism 20. However, the adjustment mechanism 20 is subjected to multi-directional, greater external forces, causing greater hull vibration. Therefore, the damping coefficient of the second shock absorbing assembly 32 is greater than that of the first shock absorbing assembly 31. A larger damping coefficient indicates that the corresponding second shock absorbing assembly 32 can absorb greater load impact. The damping coefficient of this embodiment can be a load coefficient. The load coefficient of the first damping component 11 is 250N-300N, and the load coefficient of the second damping component 12 is 300N-400N. The larger the load coefficient, the greater the damping coefficient of the second damping component 32. It can absorb vibrations in multiple directions from the adjustment mechanism 20, thereby improving the operational stability of the entire semi-submerged propeller propulsion device with differentiated vibration reduction.

[0036] In other embodiments, the damping coefficient of the second damping assembly 32 may also be smaller than that of the first damping assembly 31, and the purpose of damping can also be achieved at different joints. The damping coefficients of the first and second damping assemblies 31, 32 may be damping coefficients. Generally, the greater the damping coefficient of a material, the better the damping, which is also an indicator for evaluating the damping effect.

[0037] like Figure 2-3As shown, the first shock-absorbing assembly 31 includes a detection unit 312, a control unit 313, an elastic unit 311 connected to the connecting seat 112, and a sliding unit 314 connected to the control unit 313. The elastic unit 311 is sleeved around the shaft of the propeller 111. One end of the elastic unit 311 is connected to the sliding unit 314, and the other end is connected to the connecting seat 112. The detection unit 312 is used to detect the force parameters between the first propulsion assembly 11 and the stern plate 50 in real time. The control unit 313 is used to obtain the force parameters and control the movement of the sliding unit 314 relative to the connecting seat 112 based on the force parameters. The elastic unit 311 is compressed or stretched, thereby changing the elasticity of the elastic unit 311 and causing it to undergo corresponding elastic deformation. In this embodiment, the elastic unit 311 may be a compression spring, an extension spring, or other elastic component. The control unit 313 may be a linear motor that drives the sliding unit 314 to move linearly. The detection unit 312 may be a force sensor. The first shock absorbing assembly 31 provided in the first propulsion assembly 11 and the second propulsion assembly 12 has the same structure and size. Therefore, this embodiment only introduces the first shock absorbing assembly 31 of the first propulsion assembly 11 as an example, and does not elaborate on the same structure.

[0038] In addition, the first shock-absorbing assembly 31 further includes a protective unit 315 and a restricting portion 316. The protective unit 315 can be a protective cover made of a waterproof material. The protective unit 315 is connected between the stern plate 50 and the connecting seat 112. The restricting portion 316 is connected to the end of the protective unit 315 near the connecting seat 112. The sliding unit 314 can slide within the space between the protective unit 315 and the restricting portion 316. The restricting portion 316 is used to prevent the connecting seat 112 from sliding out of the protective unit 315.

[0039] In other embodiments, the elastic unit 311 may not be set outside the driving unit 1313. The two ends of the elastic unit 311 may be set in the protective unit 315. The shape, material and size of the protective cover are not limited and can also meet the working requirements.

[0040] Specifically, the control unit 313 controls the elastic unit 311 to switch between a first state and a second state. When the force parameter is greater than a preset parameter, the elastic unit 311 is controlled to undergo a corresponding elastic deformation based on the force parameter, and the control unit 313 controls the elastic unit 311 to switch to the first state. When the force parameter is less than or equal to the preset parameter, the elastic unit 311 is controlled to undergo an elastic deformation based on the force parameter, and the control unit 313 controls the elastic unit 311 to switch to the second state. Compared with the first state, the elastic deformation of the elastic unit 311 in the second state is smaller than that in the first state. In response to different levels of vibration, the elastic unit 311 of the first shock absorbing assembly 31 is always kept within the optimal preload range according to the external vibration, so that the elastic unit 311 achieves the maximum shock absorption effect, meets the shock absorption requirements under different load conditions, and improves the service life of the elastic unit 311.

[0041] The adjustment mechanism 20 includes two trim assemblies 21 and two rudder assemblies 22, respectively arranged for the first and second propulsion assemblies 11 and 12. Each of the trim assemblies 21 and rudder assemblies 22 has one end movably connected to the stern plate 50 and the other end movably connected to the propellers 111. One end of the first and second propulsion assemblies 11 and 12 is connected by a coupling lever 23, the other end of which is fixed to the stern plate 50. Furthermore, the coupling lever 23 connects the propellers 111 of the first and second propulsion assemblies 11 and 12, allowing adjacent propellers 111 to be adjusted simultaneously.

[0042] The trim assembly 21 is used to adjust the inclination angle of the propeller 111 relative to the horizontal plane, that is, the trim assembly 21 is used to adjust the angle between the rotation axis 101 and the output axis 201 in the vertical direction. The trim assembly 21 controls the lifting and lowering of the propeller 111, thereby controlling the volume of the part of the propeller 111 immersed in water, thereby controlling the resistance and thrust; the rudder assembly 22 is used to adjust the swinging movement of the propeller 111 within a plane, that is, the rudder assembly 22 is used to adjust the angle between the rotation axis 101 and the output axis 201 in the horizontal direction. The rudder assembly 22 controls the angle of the propeller 111 relative to the forward direction of the ship by controlling the swinging of the propeller 111, thereby causing the semi-submerged propeller propulsion device 100 with differentiated vibration reduction to produce deflection and inference of the forward direction to enable the ship to turn.

[0043] In this embodiment, the trim assembly 21 and the steering assembly 22 are hydraulic devices. The propeller 111 is driven by the reciprocating motion of a piston rod in a hydraulic cylinder. One end of the piston rod is flexibly connected to the hydraulic cylinder, and the other end of the piston rod is flexibly connected to the stern plate 50, so that the trim assembly 21 or the steering assembly 22 follows the movement of the propeller 111. The hydraulic device also includes a pump, a power supply, a fluid reservoir, etc., all of which are located inside the vessel, that is, on the opposite side of the stern plate 50 from the propeller 111. The hydraulic device also includes a fluid conduit that passes through the stern plate 50 and connects to the hydraulic cylinder.

[0044] like Figure 1-3 As shown, the longitudinal tilt assembly 21 and the steering assembly 22 are respectively provided with a group of second shock absorbing assemblies 32 relative to the stern plate 50, and the second shock absorbing assembly 32 includes a first shock absorbing member 321 provided between the longitudinal tilt assembly 21 and the stern plate 50 and a second shock absorbing member 322 provided between the steering assembly 22 and the stern plate. The angle between the output axis 201 of the longitudinal tilt component 21 and the rotation axis 101 in the vertical direction is constantly changing, resulting in the stern plate 50 being subjected to multi-directional prestress from the longitudinal tilt component 21. The longitudinal tilt component 21 is subjected to external forces in various directions, causing the hull to vibrate greatly. Therefore, the shock absorption coefficient of the first shock absorber 321 arranged at the longitudinal tilt component 21 is greater than the shock absorption coefficient of the first shock absorber 322. The first shock absorber 321 with a large shock absorption coefficient can absorb the vibrations of the longitudinal tilt component 21 in multiple directions. The shock absorption coefficient of this embodiment can be a load coefficient. The load coefficient of the first shock absorber 321 is 350N-400N, and the load coefficient of the second shock absorber 322 is 300N-350N. The larger the load coefficient, the corresponding first shock absorber 321 can withstand the impact of a larger load, thereby improving the operational stability of the entire semi-submerged propulsion device 100 with differentiated vibration reduction.

[0045] In other embodiments, the shock absorption coefficient of the first shock absorber 321 may also be smaller than the shock absorption coefficient of the second shock absorber 322, and the shock absorption purpose can also be achieved at different connections; or a shock absorption structure is only set in one of the steering assembly 22 and the longitudinal tilt assembly 21, which can also meet the shock absorption requirements.

[0046] like Figure 3-4As shown, the first shock-absorbing member 321 includes a first movable member 3211 for connecting to the trim assembly 21, a second movable member 3212 connected to the stern plate 50, and at least one rotating unit 3213 disposed between the first movable member 3211 and the second movable member 3212. The first movable member 3211 and the second movable member 3212 may be waterproof plates. The rotating unit 3213 includes an elastic member 3213a, a sliding member 3213b, and two rotating members 3213c. In this embodiment, a sliding groove is formed on the surface of the second movable member 3212. The sliding member 3213b is slidably connected within the sliding groove. One end of the elastic member 3213a is connected to the groove wall of the sliding groove and the other end is connected to the sliding member 3213b. The two rotating members 3213c are inclined relative to the stern plate. One end of each of the two rotating members 3213c is rotatably connected to the sliding member 3213b, and the other end is connected to the first movable member 3211 via a universal hinge. When external force acts on the first movable member 3211, the first movable member 3211 can move in multiple directions relative to the rotating member 3213c, and the sliding member 3213b can move in the slide groove along the compression direction or stretching direction of the elastic member 3213a, thereby changing the compression or stretching amount of the elastic member 3213a, converting multi-directional vibrations into vibrations in a fixed direction, and achieving smooth shock absorption. The elastic member 3213a then absorbs the buffering force, thereby reducing the overall height of the first shock absorber 321, and the installation center of gravity is low, thereby improving the operational stability of the entire semi-submerged propeller propulsion device 100 with differentiated vibration absorption.

[0047] In other embodiments, Figure 5 The first shock absorbing members 321 shown can be provided in multiple groups, and the first shock absorbing members 321 in each group can have the same structure, material and size.

[0048] like Figure 3-6 As shown, the second shock absorber 322 includes multiple connectors 3221 connected between the steering assembly 22 and the stern plate, and buffers 3222 disposed between each connector 3221. Each buffer 3222 is used to provide cushioning for the steering assembly 22. The connectors 3221 can be made of a waterproof plate, and the buffers 3222 can be compression springs, tension springs, or other elastic components. The multiple buffers 3222 can be evenly spaced between the steering assembly 22 and the stern plate 50. The multiple buffers 3222 can evenly absorb the prestress transmitted from the steering assembly 22, achieving a uniform shock absorption effect and reducing the risk of shaking and damage to the second shock absorber 322 due to uneven force.

[0049] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0050] The above-described embodiments merely represent several implementation methods of the invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the inventive concept, all of which fall within the scope of protection of the invention. Therefore, the scope of protection of the patent should be determined by the appended claims.

Claims

1. A semi-submerged propeller propulsion device with differentiated vibration reduction, characterized in that: include: A propulsion mechanism, for providing power, wherein one side of the propulsion mechanism can be connected to the stern plate; an adjusting mechanism, one side of the adjusting mechanism being connected to the propulsion mechanism and the other side being connected to the stern plate, the adjusting mechanism being used to drive the propulsion mechanism to swing in a preset direction to adjust the positional relationship of the propulsion mechanism relative to the stern plate; and a shock absorbing mechanism comprising a first shock absorbing assembly connected between the propulsion mechanism and the stern plate and a second shock absorbing assembly connected between the adjustment mechanism and the stern plate, the first shock absorbing assembly and the second shock absorbing assembly having different shock absorbing coefficients; Wherein, the damping coefficient of the first damping component is smaller than the damping coefficient of the second damping component; The first shock absorbing assembly includes an elastic unit connected between the propulsion mechanism and the stern plate, a detection unit, and a control unit, wherein the detection unit is used to detect the force parameters between the propulsion mechanism and the stern plate in real time; The control unit is used to obtain the force parameter and control the elastic unit to undergo a preset elastic deformation based on the force parameter; The adjustment mechanism includes a pitch assembly and a steering assembly connected between the propulsion mechanism and the stern plate, and the pitch assembly and the steering assembly are respectively provided with a set of second shock-absorbing assemblies relative to the stern plate. The second shock-absorbing assembly includes a first shock-absorbing member provided between the pitch assembly and the stern plate and a second shock-absorbing member provided between the steering assembly and the stern plate. The shock absorption coefficient of the first shock-absorbing member is greater than the shock absorption coefficient of the second shock-absorbing member.

2. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 1, characterized in that: The first shock absorbing assembly also includes a sliding unit connected to the control unit, one end of the elastic unit is used to be connected to the sliding unit, and the other end is used to be connected to the propulsion mechanism. The control unit can control the movement of the elastic unit relative to the propulsion mechanism to cause the elastic unit to undergo corresponding elastic deformation.

3. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 1, characterized in that: The control unit controls the elastic unit to switch between a first state and a second state. When the force parameter is greater than a preset parameter, the control unit controls the elastic unit to undergo corresponding elastic deformation based on the force parameter, and controls the elastic unit to switch to the first state. When the force parameter is less than or equal to a preset parameter, the elastic unit is controlled to undergo elastic deformation based on the force parameter, and the control unit controls the elastic unit to switch to the second state. Compared with the first state, the elastic deformation of the elastic unit in the second state is smaller than that in the first state.

4. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 1, characterized in that: The first shock absorber includes a first movable member connected to the longitudinal tilt assembly, a second movable member connected to the stern plate, and at least one rotating unit arranged between the first movable member and the second movable member, through which the first movable member can move relative to the second movable member, and the gap between the first movable member and the second movable member can be changed.

5. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 4, characterized in that: The rotating unit includes an elastic member, a sliding member and two rotating members, one end of the elastic member can be connected to the second movable member, and the other end can be connected to the sliding member, the two rotating members are tilted relative to the stern plate, one end of the two rotating members can be rotatably connected to the sliding member, and the other end can be universally hinged to the first movable member, the sliding member can move on the surface of the second movable member along the compression direction or the tension direction of the elastic member to adjust the inclination of the rotating member relative to the stern plate.

6. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 1, characterized in that: The second shock absorbing member includes a plurality of connecting members connected between the steering assembly and the stern plate and a buffer member provided between each of the connecting members, wherein each of the buffer members is used to buffer the steering assembly.

7. The semi-submerged propeller propulsion device with differentiated vibration reduction according to claim 6, characterized in that: The buffer members are evenly spaced and arranged between the steering assembly and the stern plate.

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