Control device for a marine propeller and vessel

Abstract

This application relates to a control device for a marine propeller and a vessel. The control device is used to connect to two propellers. The control device includes a first operating component, a second operating component, and a mounting body for connection to the hull. The first operating component is used to operate one of the propellers, and the second operating component is used to operate the other propeller. The first operating component is provided with a clearance hole for a portion of the second operating component to extend into and move. Both the first and second operating components are mounted on the mounting body and can move relative to the mounting body to adjust the operating state of the corresponding propeller, thereby improving the convenience of user operation of the first and second operating components to a certain extent.

Description

Technical Field

[0001] This application relates to the field of ship propulsion technology, and more particularly to a control device for a marine propulsion system and a ship. Background Technology

[0002] Vessels are widely used not only in fishing, commercial operations, and government law enforcement, but also as the preferred power source for personal recreational boats. Among these, propulsion, such as the engine, is the power unit that helps the vessel move, while the vessel's forward, backward, turning, and speed adjustment are all controlled by a steering mechanism.

[0003] In practical use, to improve a ship's power and steering differential, two engines are typically fitted. Two side throttle levers are then installed on the ship's sides, each controlling one of the two engines. This allows for control of starting and stopping both engines. However, in related technologies, two staggered mounting areas are usually provided on the side, each corresponding to a separate side throttle lever. This results in poor convenience for the operator when operating the two side throttle levers. Summary of the Invention

[0004] This application provides a control device for a marine propulsion system and a ship that improves convenience.

[0005] Among them, the present application provides a control device for a marine propulsion device for connecting to two propulsion devices. The control device for the marine propulsion device includes a first operating component, a second operating component, and a mounting body for connecting to the hull.

[0006] The first operating component is used to control one of the thrusters, and the second operating component is used to control the other thruster; the first operating component is provided with a clearance hole for a portion of the second operating component to extend into and move; both the first operating component and the second operating component are disposed on the mounting body, and both can move relative to the mounting body to adjust the operating state of the corresponding thruster.

[0007] The marine propeller control device and vessel provided in this application, by setting a first operating component, a second operating component, and a mounting body for connection to the hull, enable the first operating component to control one of the propellers and the second operating component to control the other propeller. By providing a clearance hole on the first operating component for partial insertion and movement of the second operating component, the first and second operating components are nested together. Both the first and second operating components are mounted on the mounting body and can move relative to it to adjust the operating state of the corresponding propeller. This allows the first and second operating components to be mounted on the same side of the hull via the mounting body, achieving integrated installation. This enables independent control of the two propellers through the first and second operating components, improving ship power, differential steering, etc., while also enhancing the ease of operation for the user. Attached Figure Description

[0008] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0009] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a partial structural schematic diagram of the ship described in the embodiments of this application;

[0011] Figure 2 This is an exploded view of a portion of the structure of the operating device described in the embodiment of this application (wherein, the intermediate fixing member and the rotating shaft are cut in the axial direction);

[0012] Figure 3 This is a schematic diagram of the structure of the control device for the marine propulsion system described in the embodiments of this application. Figure 1 ;

[0013] Figure 4 for Figure 3 Sectional view along the middle AA direction;

[0014] Figure 5 for Figure 4 Enlarged view of point I in the middle;

[0015] Figure 6 This is a schematic diagram of the structure of the rotating shaft portion in the first operating component described in the embodiment of this application after being cut open axially;

[0016] Figure 7 This is a schematic diagram of the intermediate fixing member described in the embodiment of this application after being cut open axially;

[0017] Figure 8 This is an exploded view of the second operating component described in an embodiment of this application;

[0018] Figure 9 This is a schematic diagram of the structure of the control device for the marine propulsion system described in the embodiments of this application. Figure 2 ;

[0019] Figure 10 for Figure 9 Sectional view along the BB direction;

[0020] Figure 11 This is a schematic diagram of the structure of the marine propulsion control device after removing the mounting and control components described in the embodiments of this application.

[0021] Among them, 100, hull; 200, control device; 1, first operating component; 101, rotating shaft part; 1011, clearance hole; 1012, protrusion; 1013, positioning protrusion; 1014, first limiting groove; 1015, first fixing groove; 102, handle part; 2, second operating component; 21, rotating part; 211, second groove; 22, operating part; 23, rotating shaft part; 231, annular groove; 232, first shaft segment; 233, second shaft segment; 24, fastener; 3, mounting body; 31, mounting part; 32, main shell; 321, shaft hole; 33, cavity; 331, positioning sidewall; 3311, second limiting groove; 4, middle 40. Fixing component; 41. Through hole; 42. Flange; 43. First groove; 44. Third limiting groove; 45. Limiting protrusion; 46. Second fixing groove; 5. Mounting hole; 6. First damping component; 7. First elastic snap-fit ​​component; 8. Third damping component; 9. Second elastic snap-fit ​​component; 10. Switch button; 11. Control component; 111. First communication interface; 112. Second communication interface; 12. First detection component; 121. First magnetic component; 13. First transmission component; 14. Second transmission component; 15. Safety switch assembly; 151. Switch body; 16. Fourth damping component; 17. Second detection component; 171. Second magnetic component. Detailed Implementation

[0022] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0023] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0024] Reference Figure 1 , Figure 2 and Figure 11 As shown, this embodiment provides a control device 200 for a marine propulsion system, used to connect to two propulsion systems. For example, the propulsion system can be an electric propulsion system, such as one that uses a motor to output power.

[0025] In practical use, the control device 200 is installed on the hull 100. The control device 200 controls the operation of the two propellers. The two propellers can improve the power of the entire ship and the steering differential to a certain extent.

[0026] The control device 200 of the marine propulsion system specifically includes a first operating component 1, a second operating component 2, and a mounting body 3 for connection to the hull 100.

[0027] Among them, the main body 3 can be fixed to the side of the hull 100 by screws, etc., thereby fixing the control device 200 to the side of the hull 100 and forming a side throttle control device.

[0028] Specifically, the first operating component 1 is coupled to one of the thrusters and is used to control the operating power of that thruster, while the second operating component 2 is coupled to the other thruster and is also used to control the operating power of that thruster. The first operating component 1 is provided with a clearance hole 1011 for a portion of the second operating component 2 to extend into and move within it. Both the first operating component 1 and the second operating component 2 are mounted on the mounting body 3 and can move relative to the mounting body 3 to adjust the operating state of the corresponding thruster.

[0029] The operating state of the thruster can include starting operation and stopping operation. The starting operation state of the thruster can include increasing operating power and decreasing operating power.

[0030] For example, taking the first operating component 1 as an example, the first operating component 1 is specifically coupled to the motor of the corresponding thruster, and there is a one-to-one correspondence between the displacement of the first operating component 1 during movement, the output power of the motor, and the operating power of the corresponding thruster. Thus, the operating state of the corresponding thruster can be adjusted by the movement of the first operating component 1. That is to say, when the first operating component 1 moves, the output power of the corresponding motor can be adjusted, thereby enabling the thruster to operate at the corresponding operating power through the motor.

[0031] Specifically, the movement of the first operating component 1 and the second operating component 2 relative to the mounting body 3 can refer to the rotation of the first operating component 1 and the second operating component 2 relative to the mounting body 3, or it can refer to the translation of the first operating component 1 and the second operating component 2 relative to the mounting body 3, as long as the operation of the first operating component 1 and the second operating component 2 relative to the mounting body 3 can achieve the adjustment of the corresponding motor output power.

[0032] With this configuration, the user can adjust the operating status of one of the thrusters through the first operating component 1 and the operating status of the other thruster through the second operating component 2. At the same time, the clearance hole on the first operating component 1 can save space on the hull 100 for the aforementioned control device 200 to a certain extent, which is beneficial for cost saving and convenient for user operation.

[0033] The marine propeller control device provided in this embodiment, by setting a first operating component 1, a second operating component 2, and a mounting body 3 for connecting to the hull 100, allows the first operating component 1 to control one of the propellers and the second operating component to control the other propeller. By providing a clearance hole 1011 on the first operating component 1 for a portion of the second operating component 2 to extend into and move, the first and second operating components are nested together. Both the first and second operating components 1 and 2 are mounted on the mounting body 3 and can move relative to it to adjust the operating state of the corresponding propeller. This allows the first and second operating components 1 and 2 to be mounted on the same side of the hull 100 via the mounting body 3, achieving integrated installation. This enables independent control of the two propellers through the first and second operating components 1 and 2, improving ship power, differential steering, etc., while also enhancing the convenience of user operation of the first and second operating components 1 and 2.

[0034] In some embodiments, refer to Figure 2 , Figure 4 and Figure 5 As shown, the mounting body 3 has a hollow cavity 33. A shaft hole 321 is provided on the cavity wall of the cavity 33. A portion of the first operating component 1 extends into the cavity 33 through the shaft hole 321, and the first operating component 1 is rotatable relative to the mounting body 3. A clearance hole 1011 is coaxially arranged with the shaft hole 321, and the second operating component 2 can specifically rotate relative to the first operating component within the clearance hole 1011.

[0035] This configuration allows the main body 3 to provide a certain degree of protection for the first operating component 1 and the second operating component 2, thereby preventing damage to the first operating component 1 and the second operating component 2 and extending the service life of the operating device 200.

[0036] Furthermore, by allowing the first operating component 1 and the second operating component 2 to rotate relative to the mounting body 3, when adjusting the propeller's operating state, compared to the case where the first operating component and the second operating component translate relative to the mounting body, the required movement space for the first operating component 1 and the second operating component 2 can be saved to a certain extent. This helps to reduce the space occupied by the control device 200 on the hull 100, making the entire control device 200 structure compact and avoiding interference between the control device 200 and other structures on the hull 100 to a certain extent.

[0037] Of course, in other embodiments, both the first operating component 1 and the second operating component 2 may be translated relative to the mounting body 3.

[0038] In some embodiments, refer to Figures 2 to 4 As shown, the mounting body 3 includes a mounting member 31 and a hollow main shell 32. One side of the main shell 32 has an opening, and the mounting member 31 is located at the opening and is detachably connected to the main shell 32. The main shell 32 and the mounting member 31 together enclose a cavity 33. Parts of the first operating component 1 and the second operating component 2 are both located within the cavity 33. The mounting member 31 is used for connection to the hull 100, and its shaft hole 321 is located on the main shell 32.

[0039] By making the mounting component 31 detachably connected to the main housing 32, it is convenient to install the entire operating device 200. On the other hand, it is also convenient to repair and replace the structure inside the cavity 33, such as part of the first operating component 1 and part of the second operating component 2, making it easy to use. Moreover, if either the mounting component 31 or the main housing 32 is damaged, it is also convenient to replace the damaged part, so as to a certain extent avoid the scrapping of the entire mounting component 31 and the main housing 32, saving maintenance and usage costs.

[0040] For example, the shaft hole 321 may be formed on the side of the main housing 32 opposite to the mounting member 31.

[0041] In some embodiments, refer to Figure 4 , Figure 5 and Figure 7As shown, an intermediate fixing member 4 is also connected to the cavity 33. A portion of the intermediate fixing member 4 extends into the clearance hole 1011, and a through hole 40 is provided on the intermediate fixing member 4. A portion of the second operating component 2 passes through the through hole 40, and both the first operating component 1 and the second operating component 2 are rotatably engaged with the intermediate fixing member 4. Specifically, both the first operating component 1 and the second operating component 2 can rotate relative to the intermediate fixing member 4. Figure 4 Rotation in the X direction.

[0042] Since the intermediate fixing member 4 is connected inside the cavity 33, and a portion of the intermediate fixing member 4 extends into the clearance hole 1011, and both the first operating component 1 and the second operating component 2 are rotatably engaged with the intermediate fixing member 4, at least the portion of the intermediate fixing member 4 extending into the clearance hole 1011 can achieve radial (i.e.,) control of the first operating component 1 on the first operating component 1. Figure 4 The Z-axis of the first operating component 1 is supported and limited to a certain extent, which improves the stability and reliability of the first operating component 1 during rotation.

[0043] Furthermore, through the above-mentioned setup, it is also possible to use the intermediate fixing member 4 along the... Figure 4 The Z-axis direction isolates the portion of the first operating component 1 and the portion of the second operating component 2 to a certain extent (specifically, the portion of the intermediate fixing member 4 extending into the clearance hole 1011 can achieve isolation between the corresponding portion of the first operating component 1 and the portion of the second operating component 2). Figure 4 (Isolation is performed in the Z direction) to prevent mutual interference between the first operating component 1 and the second operating component 2 during rotation, thereby improving the accuracy of adjusting the operating status of each thruster.

[0044] Reference Figure 4 and Figure 5 As shown, in this embodiment, the through hole 40 can be coaxially arranged with the clearance hole 1011.

[0045] For example, the outer peripheral wall surface of the portion of the intermediate fixing member 4 that extends into the clearance hole 1011 is the first rotational mating surface, and the portion of the first operating component 1 corresponding to the first rotational mating surface is the second rotational mating surface.

[0046] In a specific implementation, for example, a portion of the second operating component can be inserted into the through hole 40, and another portion of the second operating component 2 can be inserted into the clearance hole 1011. The outer peripheral wall of the portion of the second operating component 2 located in the through hole 40 and the clearance hole 1011 is the third rotational mating surface, and the portion of the through hole 40 and the clearance hole 1011 corresponding to the third rotational mating surface is the fourth rotational mating surface.

[0047] Specifically, both the first operating component 1 and the second operating component 2 are rotatably engaged with the intermediate fixing member 4. This means that the first and second rotatable mating surfaces are rotatably engaged, as are the third and fourth rotatable mating surfaces. More specifically, the rotatable engagement can be achieved between corresponding rotatable mating surfaces. Figure 4 The Z-axis shown has a preset rotational clearance, or bearings can be set between the corresponding rotational mating surfaces to achieve rotational mating.

[0048] For example, refer to Figure 2 and Figure 7 As shown, the intermediate fixing member 4 is provided with a mounting hole 46, and the mounting body 3 is provided with a mating hole at the corresponding position of the mounting hole 46. The intermediate fixing member 4 and the mounting body 3 can be detachably connected by screws passing through the mounting hole 46 and the mating hole. The aforementioned mating hole can be provided on the main shell 32 or on the mounting member 31.

[0049] In practice, the intermediate fixing member 4 can be installed and fixed on the part of the main shell 32 opposite to the mounting member 31, so that the intermediate fixing member 4 and the main shell 32 can jointly exert clamping force on the part of the first operating component 1 and the part of the second operating component 2, thereby playing an axial limiting role.

[0050] In some embodiments, refer to Figure 2 , Figure 4 and Figure 5 As shown, a first damping element 5 is provided between the intermediate fixing element 4 and the first operating component 1.

[0051] In this way, when the first operating component 1 rotates, the first damping element 5 can provide a damping feel for the first operating component 1 during rotation, so that the driver can feel the feedback force when operating the first operating component 1, and it is also convenient for the driver to locate the specific position of the first operating component 1. To a certain extent, this avoids the situation where the operating power of the corresponding propeller changes due to the position change of the first operating component 1 caused by swaying or other factors when sailing, which may lead to an accident. This can ensure the safety of the driver and others to a certain extent.

[0052] For example, the first damping element 5 can be disposed on the side of the first operating component 1 that is clamped opposite to the intermediate fixing member 4. When the main housing 32 and the intermediate fixing member 4 clamp and lock the first operating component 1, an axial locking force will be generated between the intermediate fixing member 4 and the first operating component 1. Therefore, the first damping element 5 can provide damping feel to the first operating component 1 to improve the driving experience and ensure driving safety.

[0053] In some embodiments, refer to Figures 4 to 6As shown, at least one of the intermediate fixing member 4 and the first operating component 1 is also provided with a first limiting groove 1014, and the first damping member 5 is located in the first limiting groove 1014.

[0054] In this way, the first limiting groove 1014 can limit the first damping member 5 to a certain extent, ensuring the stability of the first damping member 5, which helps to ensure the damping feel provided by the first damping member 5 to the first operating component 1 when the first operating component 1 rotates.

[0055] For example, refer to Figure 5 As shown, when the first damping member 5 is disposed on the side of the first operating component 1 that is clamped relative to the intermediate fixing member 4 (for example, the first damping member 5 is located on the left end face of the first operating component 1), the first limiting groove 1014 can be directly opened on the left end face of the first operating component 1.

[0056] Of course, in other implementations, the first limiting groove can also be set on the side of the intermediate fixing member 4 opposite to the left end face of the first operating component 1; or a half groove with opposite openings can be set on the left end face of the first operating component 1 and the intermediate fixing member 4 respectively, and the two half grooves together form the first limiting groove.

[0057] In some embodiments, refer to Figure 2 , Figure 3 and Figure 5 As shown, a second damping element 6 is provided between the first operating component 1 and the inner wall of the cavity 33.

[0058] In this way, when the first operating component 1 rotates, the second damping component 6 can provide a damping feel for the first operating component 1 during rotation, so that the driver can feel the feedback force when operating the first operating component 1, and it is also convenient for the driver to locate the specific position of the first operating component 1. To a certain extent, this avoids the situation where the operating power of the corresponding propeller changes due to the position change of the first operating component 1 caused by swaying or other factors when sailing, which may lead to an accident. This can ensure the safety of the driver and others to a certain extent.

[0059] For example, the inner wall of the cavity 33 may specifically be the inner wall of the main shell 32 facing the mounting member 31.

[0060] For example, the second damping element 6 can be disposed on the side of the first operating component 1 that is clamped opposite to the inner wall of the cavity 33. In this way, when the main shell 32 and the intermediate fixing member 4 clamp and lock the first operating component 1, an axial locking force will be generated between the inner wall of the cavity 33 and the first operating component 1. Therefore, the second damping element 6 can provide damping feel for the first operating component 1 to improve the driving experience and ensure driving safety.

[0061] In some embodiments, refer to Figures 4 to 5 As shown, at least one of the inner wall of the first operating component 1 and the cavity 33 is provided with a second limiting groove 3311, and the second damping member 6 is located in the second limiting groove 3311.

[0062] In this way, the second limiting groove 3311 can limit the second damping element 6 to a certain extent, ensuring the stability of the second damping element 6, which helps to ensure the damping feel provided by the second damping element 6 to the first operating component 1 when the first operating component 1 rotates.

[0063] For example, refer to Figure 5 As shown, when the second damping member 6 is disposed on the side of the first operating assembly 1 that is clamped opposite to the inner wall of the cavity 33, the second limiting groove 3311 can be directly opened on the inner wall of the cavity 33.

[0064] Of course, in other implementations, the second limiting groove can also be set on the side of the first operating component 1 opposite to the inner wall of the cavity 33; or a half-groove with opposite openings can be set on the left end face of the first operating component 1 and the inner wall of the cavity 33 respectively, and the two half-grooves together form the above-mentioned second limiting groove.

[0065] In some embodiments, refer to Figures 5 to 7 As shown, the peripheral of the intermediate fixing member 4 is provided with a flange 41. The cavity 33 has a positioning sidewall 331 opposite to the flange 41, and the outer periphery of the first operating component 1 also has a positioning protrusion 1013. Along the rotation axis of the first operating component 1, the positioning protrusion 1013 is defined between the flange 41 and the positioning sidewall 331. Specifically, the rotation axis of the first operating component 1 is... Figure 4 The X direction is shown.

[0066] With this configuration, the flange 41 and the positioning sidewall 331 can be used to... Figure 4 The X-axis direction limits the position of the first operating component 1 to a certain extent, ensuring that the first operating component 1 rotates within a certain range. Figure 4 The accuracy of the X-axis position helps to improve the stability and reliability of the first operating component 1 in adjusting the operating state of its corresponding thruster, thereby improving the user experience.

[0067] In practice, the aforementioned mounting hole 46 can be provided on the flange 41. The positioning sidewall 331 is a sidewall of the main housing 32 opposite to the mounting member 31.

[0068] In one feasible implementation, refer to Figure 4 , Figure 5 as well as Figure 7As shown, the intermediate fixing member 4 can be, for example, a hollow column. For instance, the aforementioned flange 41 can be provided on the outer peripheral wall of the column, extending outwards in a direction away from the column. For example, the flange 41 can be located at the end of the column away from the positioning sidewall 331. Alternatively, the flange 41 can be located in the middle of the column, as long as it can cooperate with the positioning sidewall 331 to axially limit the positioning protrusion 1013.

[0069] Of course, in other implementations, the intermediate fixing component 4 can also be a hollow cube structure, for example.

[0070] Reference Figure 5 As shown, the first damping member 5 is specifically disposed between the flange 41 and one side of the positioning protrusion 1013 of the first operating component 1, and the second damping member 6 is specifically disposed between the positioning protrusion 1013 and the positioning sidewall 331.

[0071] Specifically, the side of the first operating component 1 that clamps against the intermediate fixing member 4 is the side of the first operating component 1 facing the flange 41; the side of the first operating component 1 that clamps against the inner wall of the cavity 33 specifically refers to the side of the positioning protrusion 1013 that is opposite to the positioning sidewall 331.

[0072] In some embodiments, refer to Figures 4 to 6 As shown, the inner wall of the clearance hole 1011 has an annular protrusion 1012 extending toward the center of the clearance hole 1011. The protrusion 1012 abuts against one side of the intermediate fixing member 4 and is sleeved on the outer periphery of part of the second operating component 2.

[0073] The protrusion 1012 is provided with a first elastic snap-fit ​​member 7, and the intermediate fixing member 4 is provided with a first groove 42 for the first elastic snap-fit ​​member 7 to extend into and move out. When the first operating component 1 rotates relative to the intermediate fixing member 4 until the first elastic snap-fit ​​member 7 extends into the first groove 42, the operating power of the thruster corresponding to the first operating component 1 is zero.

[0074] The cooperation between the first elastic latch 7 and the first groove 42 allows the user to promptly perceive whether the first operating component 1 has rotated to the zero position, which is the position where the output power of the corresponding thruster is zero. Specifically, when the first elastic latch 7 falls into the first groove 42, it emits a sound similar to a "click," thus allowing the user to promptly perceive the zero position of the first operating component 1 and ensuring a tactile feedback when it is at the zero position.

[0075] Meanwhile, by providing the aforementioned protrusion 1012, it is convenient to install the first elastic snap-fit ​​member 7, and by having the protrusion 1012 abut against one side of the intermediate fixing member 4 and sleeved on the outer periphery of part of the second operating component 2, it is also possible to control the first operating component 1 relative to the intermediate fixing member 4. Figure 4 The position of the first operating component 1 is positioned to a certain extent by the upward X-axis, which further ensures the stability of the position of the first operating component 1. Moreover, the second operating component 2 can also provide a certain degree of support for the first operating component 1, making the first operating component 1 more stable.

[0076] Reference Figure 4 and Figure 5 As shown, there can be two first elastic snap-fit ​​members 7, and the two first elastic snap-fit ​​members 7 are arranged around the rotation axis of the first operating component 1. Figure 4 (The X-axis) is symmetrically set.

[0077] For example, the first elastic snap-fit ​​member 7 may include a snap-fit ​​member and an elastic member (the elastic member may be a spring, elastic strip, etc.) connected to each other, specifically, the snap-fit ​​member can extend into the first groove 42. The snap-fit ​​member may be a ball, a pin, etc.

[0078] Alternatively, a first fixing groove 1015 may be provided on the protrusion 1012 for the first elastic snap-fit ​​member 7 to extend into.

[0079] Of course, the first elastic snap-fit ​​7 can also be set on the intermediate fixing member 4, and the first groove 42 can be set on the protrusion 1012.

[0080] Reference Figure 2 , Figure 4 and Figure 6 As shown, the first operating component 1 specifically includes a rotating shaft portion 101 and a handle portion 102 connected to each other. The handle portion 102 is located on the outside of the mounting body 3, and the handle portion 102 is provided with a through hole for the rotating shaft portion 101 to pass through and extend into the cavity 33. The aforementioned clearance hole 1011 and positioning protrusion 1013 are specifically provided on the rotating shaft portion 101.

[0081] In some embodiments, refer to Figure 4 , Figure 5 and Figure 7 As shown, the outer periphery of the second operating component 2 has an annular groove 231. A limiting protrusion 44 is provided on the wall of the through hole 40, and the limiting protrusion 44 extends into the annular groove 231 in a direction close to the center of the through hole 40.

[0082] This configuration allows the limiting protrusion 44 on the intermediate fixing member 4 to at least control the second operating component 2. Figure 4Positioning the X-axis upwards to a certain extent can improve the stability and reliability of the second operating component 2 during rotation, thereby improving the stability when adjusting the operating state of the thruster corresponding to the second operating component 2.

[0083] In some implementations, the limiting protrusion 44 can be positioned such that at least along the edge of the annular groove 231... Figure 4 The groove walls in the X direction abut against each other, which can improve the positioning effect of the second operating component 2 in the axial position.

[0084] Specifically, refer to Figure 4 , Figure 5 and Figure 8 As shown, the second operating component 2 may include a rotating member 21, an operating member 22, and a rotating shaft 23. The rotating shaft 23 passes through the clearance hole 1011. The rotating member 21 and the operating member 22 are arranged opposite each other on both sides of the clearance hole 1011 in the axial direction and are connected by the rotating shaft 23. The operating member 22 is located on the outside of the cavity 33 as a gripping part for the user to grip and operate. The annular groove 231 is specifically located on the outer periphery of the rotating shaft 23.

[0085] For example, refer to Figure 8 As shown, the rotating shaft 23 may include a first shaft segment 232 and a second shaft segment 233. The first shaft segment 232 is specifically located on the operating member 22, and the second shaft segment 233 is disposed on the rotating member 21. At least the second shaft segment 233 and the first shaft segment 232 are provided with mounting holes so as to fix the first shaft segment 232 and the second shaft segment 233 together by fasteners 24 such as screws and bolts, thereby realizing the fixation of the operating member 22 and the rotating member 21. This also facilitates the connection between the intermediate fixing member 4, the first operating component 1, the second operating member 22 and the mounting body 3, making assembly convenient.

[0086] In some embodiments, refer to Figures 4 to 5 As shown, a third damping element 8 is provided between the intermediate fixing element 4 and the groove wall of the annular groove 231.

[0087] In this way, the third damping element 8 can provide a damping feel to the second operating component 2 when it rotates, so that the driver can feel the feedback force when operating the second operating component 2 and make it easier for the driver to locate the specific position of the second operating component 2. To a certain extent, this avoids the situation where the position of the second operating component 2 changes due to swaying or other factors during sailing, which could lead to changes in the operating power of the corresponding propeller and cause an accident. This can ensure the safety of the driver and others to a certain extent.

[0088] For example, when the second operating component 2 and the intermediate fixing member 4 are installed in place, the cooperation between the operating member 22 and the rotating member 21 and the limiting protrusion 44 can create a clamping force between the second operating component 2 and the intermediate fixing member 4, which plays an axial limiting role. Therefore, the setting of the third damping member 8 can provide the driver with a damping feel and ensure driving safety.

[0089] In specific implementation, refer to Figure 5 As shown, when the second operating component 2 and the intermediate fixing component 4 are installed in place, there is also a clamping force between the flange 41 and the side of the rotating component 21 that is away from the mounting component 31.

[0090] In some embodiments, refer to Figures 4 to 5 As shown, a fourth damping element 16 is provided between the second operating component 2 and the intermediate fixing component 4.

[0091] In this way, the fourth damping element 16 can provide a damping feel to the second operating component 2 when it rotates, so that the driver can feel the feedback force when operating the second operating component 2 and make it easier for the driver to locate the specific position of the second operating component 2. To a certain extent, this avoids the situation where the operating power of the corresponding propeller changes due to the position change of the second operating component 2 caused by swaying or other factors when sailing, which could lead to an accident. This can ensure the safety of the driver and others to a certain extent.

[0092] In specific implementation, refer to Figure 5 As shown, the fourth damping element 16 can be disposed on the side where the second operating component 2 and the intermediate fixing member 4 are clamped and locked together axially. For example, the fourth damping element 16 can be disposed between the flange 41 and the rotating member 21.

[0093] Among them, the first damping component 5, the second damping component 6, the third damping component 8 and the fourth damping component 16 mentioned above can be damping pads, which can be rubber parts, O-rings, etc., to provide damping through deformation pre-tightening.

[0094] In some embodiments, refer to Figure 5 and Figure 7 As shown, at least one of the second operating component 2 and the intermediate fixing component 4 is further provided with a third limiting groove 43, and the fourth damping component 16 is located in the third limiting groove 43.

[0095] In this way, the fourth damping element 16 can be limited to a certain extent by the third limiting groove 43, which ensures the stability of the fourth damping element 16. This helps to ensure that the fourth damping element 16 provides a damping feel for the second operating component 2 when the second operating component 2 rotates.

[0096] In one feasible implementation, the third limiting groove 43 can be disposed on the side of the second operating component that is clamped and pre-tightened with the intermediate fixing member 4. For example, the third limiting groove 43 can be disposed between the flange 41 and the rotating member 21. Exemplarily, the third limiting groove 43 can be completely disposed on one of the flange 41 and the rotating member 21, or a half-groove can be disposed on the flange 41 and the rotating member 21 respectively, with the openings of the two half-grooves facing each other, and the two half-grooves together forming the aforementioned third limiting groove.

[0097] In some embodiments, refer to Figures 4 to 5 As shown, the intermediate fixing member 4 is provided with a second elastic locking member 9, and the second operating component 2 is provided with a second groove 211 into which the second elastic locking member 9 can extend and retract. When the second operating component 2 rotates relative to the intermediate fixing member 4 until the second elastic locking member 9 extends into the second groove 211, the operating power of the thruster corresponding to the second operating component 2 is zero.

[0098] In this way, the cooperation between the second elastic latch 9 and the second groove 211 makes it easy for the user to perceive whether the second operating component 2 has rotated to the zero position in a timely manner. When the second elastic latch 9 falls into the second groove 211, it can make a sound similar to "click", so that the user can perceive the zero position of the second operating component 2 in a timely manner, ensuring that the second operating component 2 has a sense of step and zero position when it is at the zero position.

[0099] Reference Figure 4 and Figure 5 As shown, there can be two second elastic snap-fit ​​members 9, and the two second elastic snap-fit ​​members 9 are arranged around the rotation axis of the second operating component 2. Figure 4 (The X-axis) is symmetrically set.

[0100] The specific structure of the second elastic snap-fit ​​member 9 can be referred to the above description of the first elastic snap-fit ​​member 7. For example, the second groove 211 is specifically located on the rotating member 21.

[0101] Alternatively, a second fixing groove 45 can be provided on the intermediate fixing member 4 for the second elastic snap-fit ​​member 9 to extend into.

[0102] Of course, the second elastic snap-fit ​​9 can also be set on the second operating component 2, and the second groove 211 can be set on the intermediate fixing component 4.

[0103] In addition, the first elastic snap-fit ​​7 and the second elastic snap-fit ​​9 can also be replaced by springs or plastic parts, for example, by deforming the plastic parts to achieve insertion or removal in the corresponding grooves.

[0104] In some embodiments, refer to Figure 4 , Figure 10 and Figure 11As shown, the control device 200 also includes a control unit 11 and a first detection component 12 and a second detection component 17, which are electrically connected to the control unit 11. The control unit 11 is at least electrically connected to each thruster, the first detection component 12 is used to detect the rotational state of the first operating component 1, the second detection component 17 is used to detect the rotational state of the second operating component 2, and the control unit 11 is used to control the operating state of the corresponding thruster based on the detected rotational state information.

[0105] This makes it convenient for users to adjust the operating state of the corresponding thruster by rotating at least one of the first operating component 1 or the second operating component 2, making it easy to use.

[0106] For example, the control component 11 can be a control board, which is provided with a first communication interface 111 connected to one of the thrusters and a second communication interface 112 connected to the other thruster. The cavity wall of the cavity 33 is provided with extension holes for the first communication interface 111 and the second communication interface 112 to extend and connect to the corresponding thruster.

[0107] In some embodiments, refer to Figures 10 to 11 As shown, the first detection component 12 includes a first Hall sensor and a first magnetic element 121. The first operation component 1 is also coupled with a first transmission element 13, and the transmission ratio between the first operation component 1 and the first transmission element 13 is less than 1. The first magnetic element 121 is located on the first transmission element 13, and the first Hall sensor is located on and electrically connected to the control element 11.

[0108] In specific implementation, taking the thruster corresponding to the first operating component 1 as an example, the control component 11 is electrically connected to the control circuit board of the thruster. When the thruster uses a motor to output power, the first Hall sensor can be electrically connected to the control circuit board of the corresponding thruster through the control component 11. The control circuit board of the thruster is also electrically connected to the motor of the thruster. The control circuit board can receive the digital signal of the first Hall sensor, convert the digital signal into the motor control signal, and control the output power of the motor according to the motor control signal.

[0109] In this way, a first Hall angle sensor is formed by the first Hall sensor and the first magnetic component 121 to detect the rotation angle of the first operating component 1 through the Hall effect. This enables non-contact control between the first operating component 1 and the corresponding thruster to a certain extent, simplifies the structure of the entire control device 200, improves assembly efficiency, and saves space to a certain extent compared with the solution of connecting by wire harness plug-in, making the entire control device 200 compact and miniaturized, which is beneficial to saving costs and can avoid interference between the control device 200 and the external structure to a certain extent.

[0110] Meanwhile, by setting the first transmission component 13 and making the transmission ratio between the first operating component 1 and the first transmission component 13 less than 1, the rotation angle of the first operating component 1 can be amplified to a certain extent by the first transmission component 13. This facilitates the sensitive detection of the rotation angle of the first operating component 1 operated by the user, thereby improving the sensitivity and detection accuracy of the first operating component 1 when controlling its corresponding thruster. To a certain extent, this avoids errors in detecting the rotation angle of the first operating component 1 and ensures the stability of the hull 100 during navigation.

[0111] For example, the first transmission member 13 is specifically engaged with the rotating shaft portion 101. For instance, transmission teeth can be provided on at least a portion of the outer periphery of the rotating shaft portion 101, and the first transmission member 13 is a transmission gear that can mesh with the transmission teeth. For example, the tip circle diameter of the first transmission member 13 can be smaller than the maximum outer contour dimension of the portion of the rotating shaft portion 101 where the transmission teeth are provided.

[0112] Of course, in other embodiments, the first transmission member 13 may also be the first transmission wheel. For example, the transmission cooperation between the two can be achieved by the first conveyor belt being wrapped around the outer periphery of the first transmission wheel and the rotating shaft portion 101.

[0113] In some embodiments, refer to Figures 10 to 11 As shown, the second detection component 17 includes a second Hall sensor and a second magnetic element 171. The second operation component 2 is also driven by a second transmission element 14, and the transmission ratio between the second operation component 2 and the second transmission element 14 is less than 1. The second magnetic element 171 is located on the second transmission element 14, and the second Hall sensor is located on the control element 11 and is electrically connected to the control element 11.

[0114] The way in which the coupling between the second Hall sensor and the control unit 11 adjusts the operating power of the thruster corresponding to the second operating component 2 can be understood by referring to the coupling between the first Hall sensor and the thruster described above.

[0115] In this way, a second Hall angle sensor is formed by the second Hall sensor and the second magnetic component 171 to detect the rotation angle of the second operating component 2 through the Hall effect. This enables non-contact control between the second operating component 2 and the corresponding thruster to a certain extent, simplifies the structure of the entire control device 200, improves assembly efficiency, and saves space to a certain extent compared with the solution of connecting by wire harness plug-in, making the entire control device 200 compact, which is conducive to cost saving, realizing the miniaturization of the entire control device 200, and can avoid interference between the control device 200 and the external structure to a certain extent.

[0116] Meanwhile, by setting a second transmission component 14 and making the transmission ratio between the second operating component 2 and the second transmission component 14 less than 1, the rotation angle of the second operating component 2 can be amplified to a certain extent through the second transmission component 14. This facilitates sensitive detection of the rotation angle of the second operating component 2 operated by the user, thereby improving the sensitivity and detection accuracy of the second operating component 2 when controlling its corresponding thruster. To a certain extent, this avoids errors in detecting the rotation angle of the second operating component 2, ensuring the stability of the hull 100 during navigation.

[0117] For example, the second transmission member 14 is specifically engaged with the rotating member 21 in a transmission relationship. The rotating member 21 may be a rotating gear, and the second transmission member 14 may be a transmission gear that can mesh with the rotating gear. For example, the tip circle diameter of the transmission gear may be smaller than that of the rotating gear.

[0118] Of course, in other embodiments, the second transmission member 14 can also be a second transmission wheel. For example, the transmission can be achieved by a second conveyor belt wrapped around the outer periphery of the second transmission wheel and the rotating member 21.

[0119] In addition, in other implementations, the first detection component 12 and the second detection component 17 can also be infrared detection structures disposed between the control component 11 and the second operation component 2.

[0120] In some embodiments, refer to Figures 10 to 11 As shown, a safety switch assembly 15 electrically connected to the control unit 11 is also provided on the mounting body 3. The safety switch assembly 15 is detachably connected to the mounting body 3. The control unit 11 is used to detect the connection status between the mounting body 3 and the safety switch assembly 15, and to control each thruster to close when the safety switch assembly 15 is detached from the mounting body 3.

[0121] In practice, the safety switch assembly 15 can be detachably connected to the user on the hull 100. For example, the safety switch assembly 15 can be connected to the user by pulling a rope. When the user walks away from the hull 100, the safety switch assembly 15 is separated from the mounting body 3. At this time, the control unit 11 controls each propeller to shut down, realizing the emergency stop of each propeller, thereby improving the safety of the ship during use to a certain extent.

[0122] For example, the safety switch assembly 15 may include a Hall element disposed on the mounting body 3, a switch body 151, and a third magnetic element disposed on the switch body 151. The switch body 151 is detachably connected to the mounting body 3 and can be connected to a user. The Hall element is used to detect the magnetic field of the third magnetic element.

[0123] When the user walks away from the hull 100, the switch body 151 and the third magnetic component move away from the Hall element on the mounting body 3, causing the Hall element to be unable to detect the magnetic field of the third magnetic component. At this time, the control component 11 can control each thruster to shut down.

[0124] In addition, the safety switch assembly 15 can also be an infrared switch.

[0125] Reference Figure 3 , Figure 10 and Figure 11 As shown, the main installation body 3 is also equipped with a switch button 10. The switch button 10 can be electrically connected to the components in the control component 11, the first detection component 12, the second detection component 17, and the safety switch component 15 to control the opening and closing of the corresponding components.

[0126] In some embodiments, refer to Figures 10 to 11 As shown, on a plane perpendicular to the rotation axis of the second operating component 2, the first detection component 12, the second detection component 17, and the safety switch component 15 are not collinearly arranged. The rotation axis of the second operating component 2 is... Figure 4 The X-axis, the plane perpendicular to the rotation axis of the second operating component 2, is specifically as follows: Figure 10 and Figure 11 The plane shown.

[0127] By arranging the first detection component 12, the second detection component 17, and the safety switch component 15 in a triangular configuration, the distance between each pair of the first detection component 12, the second detection component 17, and the safety switch component 15 can be increased to a certain extent. This can help avoid mutual interference between the first detection component 12, the second detection component 17, and the safety switch component 15. For example, when the first detection component 12 includes the first magnetic element 121, the second detection component 17 includes the second magnetic element 171, and the safety switch component 15 includes the third magnetic element, the signal detection error caused by mutual interference of magnetic field lines can occur. This ensures the normal use of the first detection component, the second detection component 17, and the safety switch component 15. Moreover, compared with the scheme where the first detection component, the second detection component, and the safety switch component are arranged in a collinear manner and the distance between each pair is greater than a preset distance threshold, the above arrangement can also save the layout space of the first detection component 12, the second detection component 17, and the safety switch component 15 to a certain extent, making the entire operating device 200 compact and thus achieving miniaturization of the operating device 200.

[0128] Furthermore, the arrangement of the first transmission component 13 and the second transmission component 14 facilitates the non-collinear arrangement of the first detection component 12, the second detection component 17, and the safety switch component 15.

[0129] Continue to refer to Figures 1 to 11 As shown, this embodiment also provides a ship, including a hull 100, two propellers, and a control device 200 for the propellers. The two propellers are respectively connected to the hull 100.

[0130] In practical implementation, the thruster can use a motor to output power. Taking the first operating component 1 as an example, the first operating component 1 is specifically coupled to the motor of the corresponding thruster, and there is a one-to-one correspondence between the displacement of the first operating component 1 during movement, the output power of the motor, and the operating power of the corresponding thruster. Therefore, the operating state of the corresponding thruster can be adjusted by the movement of the first operating component 1. In other words, when the first operating component 1 moves, the output power of the corresponding motor can be adjusted, thereby enabling the thruster to operate at the corresponding operating power through the motor.

[0131] The specific structure and implementation principle of the marine propulsion control device 200 in this embodiment are the same as those in the above embodiments, and can bring the same or similar technical effects. They will not be described in detail here, but can be referred to the description of the above embodiments.

[0132] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0133] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control device for a marine propulsion system, for connection to two propulsion systems, characterized in that, The control device (200) of the marine propulsion includes a first operating component (1), a second operating component (2), and a mounting body (3) for connection to the hull (100); The first operating component (1) is used to control one of the thrusters, and the second operating component (2) is used to control the other thruster; The first operating component (1) is provided with a clearance hole (1011) for a portion of the second operating component (2) to extend into and move; both the first operating component (1) and the second operating component (2) are provided on the mounting body (3) and can move relative to the mounting body (3) to adjust the operating state of the corresponding thruster.

2. The control device for a marine propulsion system according to claim 1, characterized in that, The mounting body (3) has a hollow cavity (33); The cavity (33) has a shaft hole (321) on its cavity wall. A portion of the first operating component (1) extends into the cavity (33) through the shaft hole (321), and the first operating component (1) can rotate relative to the mounting body (3). The clearance hole (1011) is coaxially arranged with the shaft hole (321), and the second operating component (2) can rotate relative to the first operating component (1) in the clearance hole (1011).

3. The control device for a marine propulsion system according to claim 2, characterized in that, An intermediate fixing member (4) is also connected in the cavity (33); Part of the intermediate fixing member (4) extends into the clearance hole (1011); and the intermediate fixing member (4) is provided with a through hole (40), part of the second operating component (2) passes through the through hole (40), and both the first operating component (1) and the second operating component (2) are rotatably engaged with the intermediate fixing member (4).

4. The control device for a marine propulsion system according to claim 3, characterized in that, A first damping element (5) is provided between the intermediate fixing member (4) and the first operating component (1); At least one of the intermediate fixing member (4) and the first operating component (1) is further provided with a first limiting groove (1014), and the first damping member (5) is located in the first limiting groove (1014).

5. The control device for a marine propulsion system according to claim 3, characterized in that, A second damping element (6) is provided between the first operating component (1) and the inner wall of the cavity (33); At least one of the inner wall of the first operating component (1) and the cavity (33) is further provided with a second limiting groove (3311), and the second damping member (6) is located in the second limiting groove (3311).

6. The control device for a marine propulsion system according to claim 3, characterized in that, The peripheral of the intermediate fixing member (4) is provided with a flange (41); The cavity (33) has a positioning sidewall (331) opposite to the flange (41), and the outer periphery of the first operating component (1) also has a positioning protrusion (1013), which is defined between the flange (41) and the positioning sidewall (331) along the rotation axis of the first operating component (1).

7. The control device for a marine propulsion system according to claim 3, characterized in that, The inner wall of the clearance hole (1011) has an annular protrusion (1012) extending toward the center of the clearance hole (1011), the protrusion (1012) abuts against the axial side of the intermediate fixing member (4) and is sleeved on the outer periphery of part of the second operating component (2). A first elastic snap-fit ​​member (7) is provided on one of the protrusion (1012) and the intermediate fixing member (4), and a first groove (42) is provided on the other of the protrusion and the intermediate fixing member (4) for the first elastic snap-fit ​​member (7) to extend into and move out. When the first operating component (1) rotates relative to the intermediate fixing member (4) until the first elastic snap-fit ​​member (7) extends into the first groove (42), the output power of the thruster corresponding to the first operating component (1) is zero.

8. The control device for a marine propulsion system according to claim 3, characterized in that, The outer periphery of the second operating component (2) has an annular groove (231); The through hole (40) has a limiting protrusion (44) on its wall, and the limiting protrusion (44) extends into the annular groove (231) in a direction close to the center of the through hole (40).

9. The control device for a marine propulsion system according to claim 8, characterized in that, A third damping element (8) is provided between the intermediate fixing member (4) and the groove wall of the annular groove (231).

10. The control device for a marine propulsion system according to claim 8, characterized in that, A fourth damping element (16) is provided between the second operating component (2) and the intermediate fixing member (4); At least one of the second operating component (2) and the intermediate fixing member (4) is further provided with a third limiting groove (43), and the fourth damping member (16) is located in the third limiting groove (43).

11. The control device for a marine propulsion system according to claim 3, characterized in that, A second elastic snap-fit ​​member (9) is provided on one of the intermediate fixing member (4) and the second operating component (2), and a second groove (211) is provided on the other of the intermediate fixing member (4) and the second operating component (2) for the second elastic snap-fit ​​member (9) to extend into and move out. When the second operating component (2) rotates relative to the intermediate fixing member (4) until the second elastic snap-fit ​​member (9) extends into the second groove (211), the output power of the thruster corresponding to the second operating component (2) is zero.

12. The control device for a marine propulsion system according to any one of claims 2 to 11, characterized in that, The control device for the marine propulsion also includes a control unit (11) and a first detection component (12) and a second detection component (17) electrically connected to the control unit (11); The control unit (11) is at least electrically connected to each of the thrusters. The first detection component (12) is used to detect the rotation state of the first operating component (1). The second detection component (17) is used to detect the rotation state of the second operating component (2). The control unit (11) is used to control the operating state of the corresponding thruster according to the detected rotation state information.

13. The control device for a marine propulsion system according to claim 12, characterized in that, The first detection component (12) includes a first Hall sensor and a first magnetic element (121); The first operating component (1) is also coupled with a first transmission component (13), and the transmission ratio between the first operating component (1) and the first transmission component (13) is less than 1. The first magnetic element (121) is located on the first transmission element (13), and the first Hall sensor is located on the control element (11) and is electrically connected to the control element (11).

14. The control device for a marine propulsion system according to claim 13, characterized in that, The second detection component (17) includes a second Hall sensor and a second magnetic element (171); The second operating component (2) is also equipped with a second transmission component (14), and the transmission ratio between the second operating component (2) and the second transmission component (14) is less than 1; The second magnetic element (171) is located on the second transmission element (14), and the second Hall sensor is located on the control element (11) and is electrically connected to the control element (11).

15. The control device for a marine propulsion system according to claim 12, characterized in that, The mounting body (3) is also provided with a safety switch assembly (15) that is electrically connected to the control component (11); The safety switch assembly (15) is detachably connected to the mounting body (3). The control unit (11) is used to detect the connection status of the mounting body (3) and the safety switch assembly (15), and to control each of the thrusters to close when the safety switch assembly (15) is detached from the mounting body (3). On a plane perpendicular to the rotation axis of the second operating component (2), the first detection component (12), the second detection component (17), and the safety switch component (15) are not arranged collinearly.

16. The control device for a marine propulsion system according to any one of claims 2 to 11, characterized in that, The mounting body (3) includes a mounting component (31) and a hollow main shell (32); The main shell (32) has an opening on one side, and the mounting component (31) is located at the opening and is detachably connected to the main shell (32); the main shell (32) and the mounting component (31) together enclose the cavity (33); a portion of the first operating component (1) and a portion of the second operating component (2) are both located in the cavity (33); The mounting component (31) is used to connect to the hull (100), and the shaft hole (321) is located on the main shell (32).

17. A ship, characterized in that, It includes a hull (100), two propellers, and a control device for the marine propeller as described in any one of claims 1 to 16; The two propellers are respectively connected to the hull (100).

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