Propeller pitch and rudder angle automatic adjusting mechanism based on trim optimization energy-saving technology

Abstract

The present application relates to a kind of propeller inclination and rudder angle automatic adjusting mechanism based on trim optimization energy-saving technology, including tail closure plate, cross shaft support, rudder angle adjusting hydraulic cylinder shaft, cross shaft, dynamic inclination sensor, support arm, propeller and hydraulic cylinder;Two cross shafts are arranged in upper and lower interval, and the cross shaft has upper and lower vertical shaft, left and right horizontal shaft and vertical pin shaft, the upper and lower vertical shaft are rotatably connected with cross shaft support respectively, the two ends of rudder angle adjusting hydraulic cylinder are rotatably connected with vertical pin shaft and hydraulic cylinder shaft respectively, and cross shaft support and hydraulic cylinder shaft are fixed on tail closure plate;Support arm upper end has support arm shaft, left and right horizontal shaft of cross shaft arranged on upside is connected with support arm shaft by inclination adjusting hydraulic cylinder, support arm left and right sides are connected with support arm connecting frame, and left and right horizontal shaft of cross shaft arranged on downside is rotatably connected with support arm connecting frame.The mechanism can flexibly adjust propeller inclination and rudder angle, which is conducive to improving ship propulsion efficiency and reducing ship energy consumption.

Description

Technical Field

[0001] This invention relates to the field of marine technology, specifically to an automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology. Background Technology

[0002] With the need for energy and environmental protection and the development of smart oceans, ship electric propulsion systems have been fully developed and widely used. At the same time, the requirements for energy conservation in electric propulsion systems have become more stringent.

[0003] Trim optimization is one of the methods for ship energy conservation. Ship trim optimization energy conservation technology refers to minimizing the ship's sailing resistance by adjusting the ship's trim angle without changing the ship's draft and speed, and by adjusting the ratio of ship resistance to required power, to achieve the purpose of controlling fuel consumption and saving energy and reducing emissions.

[0004] For small boats, the heel angle is affected by factors such as speed, load distribution, and center of gravity height. As speed increases, the static buoyancy decreases, dynamic lift increases accordingly, and the heel angle increases continuously. After exceeding its peak value, if the speed continues to increase, the heel angle will gradually decrease. Small boats can adjust their heel angle by changing their speed, load distribution, and center of gravity height to obtain a smaller wetted surface area, thereby reducing frictional drag and residual drag. The heel angle is the result of the combined effect of many parameters, and its magnitude greatly affects the boat's performance. If the heel angle of a yacht can be controlled between 3.5 and 4.0°, the boat's drag will be significantly reduced.

[0005] Different types of small boats (such as displacement boats and planing boats) have different minimum drag angles for sailing, and speed affects the sailing angle of small boats. When adopting a suitable optimized sailing angle, the ducted propeller is often not in an ideal direct-flow operating state. The incoming flow forms different angles with the ducted propeller, and the ducted propeller operates under typical oblique flow conditions. Under oblique flow conditions, the non-uniformity of the inflow to the ducted propeller is significantly enhanced, and the hydrodynamic loads on the blades and duct are in an unbalanced state. This leads to significant differences in the hydrodynamic performance indicators of the ducted propeller, such as axial thrust, lateral force, torque, and efficiency, compared to the design conditions, which in turn causes problems such as decreased propeller hydrodynamic performance and worsened cavitation. Summary of the Invention

[0006] The purpose of this invention is to provide an automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology. This mechanism can flexibly adjust the propeller tilt and rudder angle, which is beneficial to improving ship propulsion efficiency and reducing ship energy consumption.

[0007] To achieve the above objectives, the technical solution adopted by this invention is: an automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology, comprising a tail seal plate, a cross shaft bracket, a rudder angle adjustment hydraulic cylinder shaft, a cross shaft, a rudder angle adjustment hydraulic cylinder, a dynamic tilt sensor, a support arm, a thruster, and a tilt angle adjustment hydraulic cylinder; two cross shafts are arranged vertically spaced apart, each cross shaft having an upper and lower vertical axis and a left and right horizontal axis, and a vertical pin shaft at its rear; symmetrical first thrust ball bearings are mounted on the upper and lower vertical axes of the cross shafts and are rotatably connected to the cross shaft bracket respectively; the rear end of the cross shaft bracket is fixed to... On the tail seal plate, the rudder angle adjusting hydraulic cylinder is arranged horizontally, and its two ends are respectively rotatably connected to the vertical pin of the cross shaft and the rudder angle adjusting hydraulic cylinder shaft. The rudder angle adjusting hydraulic cylinder shaft is fixed on the tail seal plate. The upper end of the support arm has a support arm shaft. The left and right horizontal shafts of the cross shaft on the upper side are respectively connected to the corresponding support arm shafts on the support arm through an angle adjusting hydraulic cylinder. Support arm connecting frames are connected to the left and right sides of the support arm. The left and right horizontal shafts of the cross shaft on the lower side are respectively rotatably connected to the support arm connecting frames. The dynamic tilt sensor is set in the support arm, and the thruster is fixedly connected to the lower end of the support arm.

[0008] Furthermore, the vertical axes of the two cross shafts, which are spaced apart vertically, are coaxial and rotate synchronously when the rudder angle is adjusted.

[0009] Furthermore, it is also equipped with a cross shaft support bearing and a hydraulic cylinder bearing. The cross shaft support bearing and the cross shaft support cooperate to form an audible loop for rotation with the vertical axis of the cross shaft. The hydraulic cylinder bearing and the piston rod end or cylinder body end of the rudder angle adjusting hydraulic cylinder or the tilt angle adjusting hydraulic cylinder cooperate to form an audible loop for rotational connection with the vertical pin of the cross shaft or the shaft of the rudder angle adjusting hydraulic cylinder or the left and right transverse axis of the cross shaft or the support arm shaft of the support arm.

[0010] Furthermore, it includes two laterally arranged rudder angle adjusting hydraulic cylinders and two longitudinally arranged tilt angle adjusting hydraulic cylinders. The lugs formed by the rudder angle adjusting hydraulic cylinders at both ends and the hydraulic cylinder bearings connect the rudder angle adjusting hydraulic cylinder shaft to the vertical pin of the cross shaft, and drive the vertical pin to rotate around the vertical axis of the cross shaft, so that the two tilt angle adjusting hydraulic cylinders and the support arm thruster rotate synchronously, thereby realizing rudder angle adjustment; while adjusting the rudder angle, tilt angle adjustment can also be performed. The lugs formed by the tilt angle adjusting hydraulic cylinders at both ends and the hydraulic cylinder bearings connect the cross shaft to the support arm shaft, and drive the support arm to rotate around the horizontal axis of the cross shaft, so that the thruster and the support arm rotate synchronously, thereby realizing tilt angle adjustment.

[0011] Furthermore, the outer ends of the left and right transverse shafts of the cross shaft are respectively threaded, and the outer ends of the support arm shaft of the support arm are also threaded. Nuts that mate with the threaded parts are locked onto the left and right transverse shafts or the support arm shaft.

[0012] Furthermore, it includes four first thrust ball bearings, which are disposed between the upper and lower vertical shafts of the two cross shafts and the cross shaft support.

[0013] Furthermore, it includes twelve second thrust ball bearings, which are disposed between the tilt adjustment hydraulic cylinder and the left and right transverse shafts of the cross shaft or the support arm shaft of the support arm, between the left and right transverse shafts of the cross shaft and the support arm connecting frame, between the nut and the tilt adjustment hydraulic cylinder, and between the nut and the support arm connecting frame, so as to reduce the resistance of these components when they rotate relative to each other and withstand the pressure.

[0014] Furthermore, the thruster is a podded thruster.

[0015] Compared with the prior art, the present invention has the following beneficial effects: The present invention solves the problems of decreased hydrodynamic performance and worsening cavitation caused by the propeller (ducted propeller) not being in the ideal DC working state in the existing ship trim optimization energy-saving technology. It realizes flexible adjustment of propeller tilt angle and rudder angle, so that the propeller can be in the ideal straight working condition, the hydrodynamic load of the propeller is in a balanced state, the hydrodynamic performance index is more consistent with the design working condition, which is conducive to improving ship propulsion efficiency, reducing ship energy consumption, reducing the occurrence of cavitation, and improving the service life of propeller blades. Attached Figure Description

[0016] Figure 1 This is a perspective view of the automatic propeller tilt and rudder angle adjustment mechanism according to an embodiment of the present invention;

[0017] Figure 2 yes Figure 1 A magnified view of part A in the middle;

[0018] Figure 3 This is a front view of the automatic propeller tilt and rudder angle adjustment mechanism according to an embodiment of the present invention;

[0019] Figure 4 This is a schematic diagram of the propeller tilt angle adjustment range in an embodiment of the present invention;

[0020] Figure 5 This is a partial enlarged view of the cross shaft in an embodiment of the present invention;

[0021] Figure 6 This is a partially enlarged view of the thrust ball bearing 51216 in an embodiment of the present invention;

[0022] Figure 7 This is a partially enlarged view of the thrust ball bearing 51110 in an embodiment of the present invention;

[0023] Figure 8 This is a partial enlarged view of the support arm in an embodiment of the present invention;

[0024] Figure 9 This is a block diagram of real-time automatic closed-loop adjustment and control in an embodiment of the present invention;

[0025] In the diagram: 1. Tail cap plate; 2. Cross shaft bracket; 3. Cross shaft bracket bearing; 4. Rudder angle adjustment hydraulic cylinder shaft; 5. Cross shaft; 51. Threaded part of the cross shaft; 52. Vertical pin; 6. Rudder angle adjustment hydraulic cylinder; 7. Hydraulic cylinder bearing; 8. Thrust ball bearing 51216; 9. Thrust ball bearing 51110; 10. M49 nut; 11. Dynamic tilt sensor; 12. Support arm; 121. Support arm shaft; 122. Support arm connecting frame; 13. Podded thruster; 14. Tilt angle adjustment hydraulic cylinder. Detailed Implementation

[0026] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0027] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] like Figure 1-8As shown, this embodiment provides an automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology, including a tail end plate 1, a cross shaft bracket 2, a cross shaft bracket bearing 3, a rudder angle adjustment hydraulic cylinder shaft 4, a cross shaft 5, a rudder angle adjustment hydraulic cylinder 6, a hydraulic cylinder bearing 7, a dynamic tilt sensor 11, a support arm 12, a thruster 13, and a tilt angle adjustment hydraulic cylinder 14. Two cross shafts 5 are arranged vertically at intervals. Each cross shaft 5 has a vertical axis and a horizontal axis, and a vertical pin 52 at its rear. Symmetrical first thrust ball bearings 8 are mounted on the vertical axes of the cross shafts 5 and are rotatably connected to the cross shaft bracket 2. The rear end of the cross shaft bracket 2 is fixed to the tail end plate 1. The rudder angle adjustment hydraulic cylinder 6 is arranged horizontally, and its two ends are rotatably connected to the vertical pin 52 of the cross shaft 5 and the rudder angle adjustment hydraulic cylinder shaft 4, respectively. The rudder angle adjustment hydraulic cylinder shaft 4 is fixed to the tail end plate 1. The vertical axes of the two vertically spaced cross shafts 5 are coaxial and rotate synchronously when adjusting the rudder angle. The upper end of the support arm 12 has a support arm shaft 121. The left and right transverse shafts of the cross shaft 5 located on the upper side are respectively connected to the corresponding support arm shafts 121 on the support arm 12 via an angle-adjusting hydraulic cylinder 14. Support arm connecting frames 122 are respectively connected to the left and right sides of the support arm 12. The left and right transverse shafts of the cross shaft 5 located on the lower side are rotatably connected to the support arm connecting frames 122. A dynamic tilt sensor 11 is installed in the support arm 12, and a pusher 13 is fixedly connected to the lower end of the support arm 12.

[0030] Among them, the cross shaft bracket bearing 3 and the cross shaft bracket 2 cooperate to form an ear, so as to rotate with the vertical axis of the cross shaft 5. The hydraulic cylinder bearing 7 cooperates with the piston rod end or cylinder body end of the rudder angle adjusting hydraulic cylinder 6 or the tilt angle adjusting hydraulic cylinder 14 to form an ear, so as to rotate and connect with the vertical pin 52 of the cross shaft 5 or the rudder angle adjusting hydraulic cylinder shaft 4 or the left and right transverse axis of the cross shaft 5 or the support arm shaft 121 of the support arm 12.

[0031] This mechanism includes two horizontally arranged rudder angle adjusting hydraulic cylinders 6 and two vertically arranged tilt angle adjusting hydraulic cylinders 14. The lugs formed by the rudder angle adjusting hydraulic cylinders 6 and the hydraulic cylinder bearings 7 at both ends connect the rudder angle adjusting hydraulic cylinder shaft 4 to the vertical pin 52 of the cross shaft 5, and drive the vertical pin 52 to rotate around the vertical axis of the cross shaft 5, so that the two tilt angle adjusting hydraulic cylinders 6, the support arm 12, and the thruster 13 rotate synchronously, thereby realizing rudder angle adjustment. At the same time as rudder angle adjustment, tilt angle adjustment can be performed. The lugs formed by the rudder angle adjusting hydraulic cylinders 14 and the hydraulic cylinder bearings 7 at both ends connect the cross shaft 5 to the support arm shaft 121, and drive the support arm 12 to rotate around the horizontal axis of the cross shaft 5, so that the thruster 13 and the support arm 12 rotate synchronously, thereby realizing tilt angle adjustment.

[0032] In this embodiment, the outer ends of the left and right transverse shafts of the cross shaft 5 are respectively threaded portions 51, and the outer ends of the support arm shaft 121 of the support arm 12 are also threaded portions. The M49 nut 10 that mates with the threaded portions is locked onto the left and right transverse shafts or the support arm shaft 121 with a torque of 60 Nm.

[0033] This mechanism includes four first thrust ball bearings 8 and twelve second thrust ball bearings 9. The four first thrust ball bearings 8 are positioned between the upper and lower vertical axes of the two cross shafts 5 and the cross shaft support 2. The twelve second thrust ball bearings 9 are positioned between the tilt adjustment hydraulic cylinder 14 and the left and right horizontal axes of the cross shaft 5 or the support arm shaft 121 of the support arm 12, between the left and right horizontal axes of the cross shaft 5 and the support arm connecting frame 122, between the nut and the tilt adjustment hydraulic cylinder 14, and between the nut and the support arm connecting frame 122, to reduce the resistance during relative rotation of these components and to withstand pressure. In this embodiment, the first thrust ball bearings are thrust ball bearings 51216, which are bearings with an inner diameter of 80mm, an outer diameter of 115mm, and a height of 28mm, and their structure is as follows. Figure 6 As shown; the second thrust ball bearing adopts thrust ball bearing 51110, which is a bearing with an inner diameter of 50mm, an outer diameter of 70mm, and a height of 14mm, and its structure is as follows. Figure 7 As shown.

[0034] In this embodiment, the stern plate 1 is the stern plate of a small vessel with a podded propulsion system (such as a 16m yacht or sailboat); the stern plate in the figure is 3.15m high and 6m long; the basic components of the propeller tilt angle and rudder angle automatic adjustment mechanism are all fixed on the stern plate 1. It should be noted that the stern plate 1 is a simplified structure of the actual ship's stern plate.

[0035] The cross shaft bracket 2 is a support bracket for the upper and lower vertical shafts of the cross shaft 5, used to support the upper and lower vertical shafts with a diameter of 80mm in the cross shaft 5. This bracket also includes bearing bushes made of a high-hardness copper-based alloy bearing bush material, CuAl10Fe3. There are four of these components in an automatic propeller tilt and rudder angle adjustment mechanism. For ease of description, the attached drawings only show the basic connection function of the cross shaft bracket 2. In actual applications, the cross shaft bracket 2 should be composed of standard marine steel welded bearing bushes; and the bearing bushes should have grease grooves and corresponding oil injection and return pipes.

[0036] The cross shaft support bearing 3 is the other half of the bearing of the cross shaft support 2. There are four of these components in an automatic propeller tilt and rudder angle adjustment mechanism. For ease of description, only the basic connection function is shown in the attached drawings. In actual applications, the cross shaft support bearing 3 is connected to the cross shaft support 2 by bolts and has a lubrication groove.

[0037] The rudder angle adjusting hydraulic cylinder shaft 4 is the shaft at the lug connecting the hydraulic cylinder body for adjusting the rudder angle. In practical applications, it is composed of marine steel and an intermediate stepped shaft.

[0038] like Figure 5 As shown, the cross shaft 5 consists of upper and lower vertical shafts, left and right horizontal shafts, a cross shaft threaded portion 51, and a vertical pin 52. The upper and lower vertical shafts have a diameter of 80 mm, while the left and right horizontal shafts and the vertical pin have diameters of 50 mm. Two of these components are used in an automatic propeller tilt and rudder angle adjustment mechanism. To ensure structural strength, except for the vertical pin 52, the cross shaft 5 should be made of high-quality structural steel and integrally forged. The surfaces and mating surfaces of the left and right horizontal shafts and the upper and lower vertical shafts are then precision machined, and the vertical pin 52 is welded to the corresponding position on the cross shaft 5. M49 threaded portions are machined on the left and right horizontal shafts.

[0039] Both the rudder angle adjusting hydraulic cylinder 6 and the tilt angle adjusting hydraulic cylinder 14 include a piston rod and a cylinder body. The cylinder body diameter is 100mm, and the working pressure of hydraulic cylinders can generally reach 35MPa, thus the hydraulic cylinder can output 200kN of thrust. The hydraulic cylinder is connected to the load using a double-ear ring method. There are four such components in an automatic propeller tilt and rudder angle adjustment mechanism: two rudder angle adjusting hydraulic cylinders 6 for adjusting the rudder angle and two tilt angle adjusting hydraulic cylinders 14 for adjusting the tilt angle. Similarly, for ease of description, the sealing components, end caps, hydraulic pumps, hydraulic pipes, and other hydraulic accessories are not shown in the attached drawings. In actual applications, the piston rod should be treated with nickel-chromium thermal spraying and chrome plating for rust prevention, and a bellows cover can be optionally added to the outside of the hydraulic cylinder. Since the hydraulic pump and hydraulic accessories are products of the hydraulic technology field, their specific details are not within the scope of the claims of this invention, and therefore their specific structure and working principle will not be described in detail here.

[0040] The function of the hydraulic cylinder bearing 7 is to connect with the hydraulic cylinder and connect the load in a double-ear ring manner. In practical applications, the bearing has grease grooves and corresponding oil injection and return pipes.

[0041] M49 nuts 10 are used to limit the axial movement of components on the left and right transverse axes of the cross shaft 5 or on the support arm shaft 121. There are 6 of these components in an automatic propeller tilt and rudder angle adjustment mechanism.

[0042] The dynamic tilt sensor 11 can measure the tilt angle between its position and the direction of gravitational acceleration in environments with high acceleration and strong vibration. It is connected to a controller (not shown in the attached figure) inside the ship's hull via wiring inside the support arm 12. Currently, there are mature products available for this component on the market.

[0043] like Figure 8As shown, the support arm 12 connecting the thruster 13 is equipped with a support arm shaft 121 and a support arm connecting frame 122, which has a hollow outer shell for housing the dynamic tilt sensor 11. To ensure structural strength, except for the support arm connecting frame 122, the support arm shaft 121 and the support arm 12 body are integrally forged and formed. After precision machining and thread machining, the support arm connecting frame 122 is connected to the support arm 12 body and the connecting bearing portion in the support arm connecting frame 122 by overlay welding to ensure strength. The support arm 12 body is equipped with a semi-circular hollow outer shell for placing wires.

[0044] In this embodiment, the thruster 13 is a podded thruster. The podded thruster uses a ducted propeller. In practical applications, acceleration-type ducts or deceleration-type ducts can be used according to the needs of use. Since the podded thruster is a mature product in this field, its specific structure and working principle will not be described in detail here.

[0045] like Figure 1-4 As shown, the two rudder angle adjusting hydraulic cylinders 6 are arranged side by side, one above the other, and synchronously drive the vertical pin shaft 52 to drive the two cross shafts 5 to rotate around their vertical axes. This causes the two tilt angle adjusting hydraulic cylinders 14, the support arm 12, and the podded thruster 13 to rotate synchronously, thereby realizing the adjustment of the propeller rudder angle.

[0046] Two tilt-adjusting hydraulic cylinders 14 are arranged side by side. They are connected to the left and right transverse axes of the upper cross shaft 5 and the support arm shaft 121 by double lugs composed of hydraulic cylinder bearings 7. The support arm shaft 121 is driven synchronously to drive the support arm 12 and the podded thruster 13 to rotate around the left and right transverse axes of the lower cross shaft 5, thereby realizing the adjustment of the longitudinal tilt angle of the propeller.

[0047] In small vessels using podded propulsion (such as 16m yachts or sailboats), the bend line on the stern plate 1 is typically 200mm lower than the designed waterline. In this embodiment, the lowermost cross shaft support 2 is 300mm higher than this bend line to ensure that the lowermost cross shaft support 2 is not submerged in water for extended periods. Since propeller rudder angle adjustment is common, it is not shown in the attached diagram. The two rudder angle adjusting hydraulic cylinders 6 can adjust the rudder angle to the left or right by a maximum of 46°. The two tilt angle adjusting hydraulic cylinders 14 drive the load, causing the support arm 12 and the podded propulsion unit 13 to rotate around the left and right transverse axes of the lower cross shaft 5, adjusting the tilt angle from 0° to 42°.

[0048] When a small vessel using a podded propulsion system (such as a 16m yacht or sailboat) is moving at high speed, the propeller experiences thrust from the water. This thrust is roughly balanced by the pressure on the lower cross shaft 5 and the tension on the upper cross shaft 5. Simultaneously, this thrust generates a torque on the lower cross shaft 5, which balances the torque generated by the tension of the two lateral hydraulic cylinders adjusting the rudder angle. Therefore, the upper cross shaft support 2 should be designed to be more resistant to pressure, and the lower cross shaft support 2 should be designed to be more resistant to tension. When the vessel is moving backward at low speed, the propeller experiences less thrust from the water.

[0049] like Figure 9 As shown, the dynamic tilt sensor 11 continuously transmits the current real-time tilt data to the controller via an RS485 interface. To avoid interference from the ship's pitching in waves, an adaptive filter is used to extract the true tilt angle, and a comparator is used to obtain the deviation information. If the angle difference exceeds 1 degree, the deviation information is transmitted to the PID controller. The PI controller output is used to adjust the output flow and switching time of the hydraulic pump and hydraulic valve in the hydraulic system, ultimately controlling the two tilt adjustment hydraulic cylinders 14 to synchronously drive the load, realizing real-time automatic closed-loop adjustment of the propeller tilt angle.

[0050] The filter expression used in the dynamic tilt control process is as follows:

[0051] y = y l + k ( d - y l )

[0052] in, d For filter input, y The current output of the filter. y l This is the output of the filter from the previous cycle. k This is an adjustment coefficient. When the wind and waves are relatively small, k Taking a larger value can improve measurement accuracy; however, when the wind and waves are large or the fluctuations are significant, k Taking a smaller value can suppress disturbances during the tilt angle measurement process.

[0053] When the rudder angle needs to be adjusted, the rudder angle parameters in the heading deviation angle and rudder angle indicator are continuously input into the controller. The PID algorithm calculates the rudder angle parameters that need to be adjusted in real time, and controls the two rudder angle adjusting hydraulic cylinders 6 to synchronously drive the vertical pin shaft 52, thereby realizing the real-time automatic closed-loop adjustment of the propeller rudder angle.

[0054] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. An automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology, characterized in that, The system includes a tail seal plate (1), a cross shaft bracket (2), a rudder angle adjusting hydraulic cylinder shaft (4), a cross shaft (5), a rudder angle adjusting hydraulic cylinder (6), a dynamic tilt sensor (11), a support arm (12), a thruster (13), and a tilt angle adjusting hydraulic cylinder (14). Two cross shafts (5) are arranged vertically and vertically, each cross shaft (5) having a vertical axis and a horizontal axis, and a vertical pin (52) at its rear. The vertical axes of the cross shafts (5) are fitted with symmetrical first thrust ball bearings (8) and are rotatably connected to the cross shaft bracket (2). The rear end of the cross shaft bracket (2) is fixed to the tail seal plate (1). The rudder angle adjusting hydraulic cylinder (6) is arranged horizontally, and its two ends are respectively connected to the cross shaft (5). The vertical pin (52) and the rudder angle adjustment hydraulic cylinder shaft (4) are rotatably connected. The rudder angle adjustment hydraulic cylinder shaft (4) is fixed on the tail seal plate (1). The upper end of the support arm (12) has a support arm shaft (121). The left and right transverse shafts of the cross shaft (5) on the upper side are respectively connected to the corresponding support arm shaft (121) on the support arm (12) through an angle adjustment hydraulic cylinder (14). The left and right sides of the support arm (12) are respectively connected to the support arm connecting frame (122). The left and right transverse shafts of the cross shaft (5) on the lower side are respectively rotatably connected to the support arm connecting frame (122). The dynamic tilt sensor (11) is set in the support arm (12). The thruster (13) is fixedly connected to the lower end of the support arm (12).

2. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 1, characterized in that, The two cross shafts (5) are set at an interval, and their vertical axes are set coaxially so that they rotate synchronously when the rudder angle is adjusted.

3. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 1, characterized in that, It is also equipped with a cross shaft support bearing (3) and a hydraulic cylinder bearing (7). The cross shaft support bearing (3) and the cross shaft support (2) cooperate to form an ear, so as to rotate with the vertical axis of the cross shaft (5). The hydraulic cylinder bearing (7) and the piston rod end or cylinder body end of the rudder angle adjusting hydraulic cylinder (6) or the tilt angle adjusting hydraulic cylinder (14) cooperate to form an ear, so as to rotate and connect with the vertical pin (52) of the cross shaft (5) or the rudder angle adjusting hydraulic cylinder shaft (4) or the left and right transverse axis of the cross shaft (5) or the support arm shaft (121) of the support arm (12).

4. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 3, characterized in that, It includes two horizontally arranged rudder angle adjustment hydraulic cylinders (6) and two vertically arranged tilt angle adjustment hydraulic cylinders (14). The lugs formed by the two ends of the rudder angle adjustment hydraulic cylinder (6) and the hydraulic cylinder bearings (7) connect the rudder angle adjustment hydraulic cylinder shaft (4) to the vertical pin (52) of the cross shaft (5), and drive the vertical pin (52) to rotate around the vertical axis of the cross shaft (5), so that the two tilt angle adjustment hydraulic cylinders (14), the support arm (12), and the thruster (13) rotate synchronously, thereby realizing rudder angle adjustment; while adjusting the rudder angle, tilt angle adjustment can be performed. The lugs formed by the two ends of the tilt angle adjustment hydraulic cylinder (14) and the hydraulic cylinder bearings (7) connect the cross shaft (5) to the support arm shaft (121), and drive the support arm (12) to rotate around the horizontal axis of the cross shaft (5), so that the thruster (13) and the support arm (12) rotate synchronously, thereby realizing tilt angle adjustment.

5. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 1, characterized in that, The left and right transverse shafts of the cross shaft (5) have threaded portions at their outer ends, and the support arm shaft (121) of the support arm (12) also has threaded portions at its outer end. Nuts that mate with the threaded portions are locked onto the left and right transverse shafts or the support arm shaft (121).

6. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 1, characterized in that, It includes four first thrust ball bearings (8), which are disposed between the upper and lower vertical axes of the two cross shafts (5) and the cross shaft support (2).

7. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 5, characterized in that, It includes twelve second thrust ball bearings (9), which are arranged between the tilt adjustment hydraulic cylinder (14) and the left and right transverse shafts of the cross shaft (5) or the support arm shaft (121) of the support arm (12), between the left and right transverse shafts of the cross shaft (5) and the support arm connecting frame (122), between the nut and the tilt adjustment hydraulic cylinder (14), and between the nut and the support arm connecting frame (122), so as to reduce the resistance of these components when they rotate relative to each other and withstand the pressure.

8. The automatic propeller tilt and rudder angle adjustment mechanism based on tilt optimization energy-saving technology according to claim 1, characterized in that, The thruster (13) is a podded thruster.

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