Thrusters and water-based mobile equipment

Abstract

A propulsion device and aquatic mobile equipment include a main control module, a drive module, a steering module, a tilting module, and a frame for connection to an aquatic carrier. The drive module provides propulsion force to the propulsion device, the steering module provides steering power to the propulsion device, and the tilting module provides tilting power to the propulsion device. The main control module is electrically connected to the drive module, steering module, and tilting module, and is used to receive input commands and control the operation of the drive module, steering module, and tilting module according to the received commands. The drive control board, steering control board, tilting control board, and main control module are all sealed within a cavity, which not only reduces the packaging difficulty of the propulsion device but also improves its sealing performance and strength.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ships, in particular to a propeller and a water area movable device. BACKGROUND

[0002] The propeller is a power device of the water area movable device, and is used for pushing the water area movable device to move in the water area.

[0003] The existing propeller is independent between each electrical device and is independently installed and independently sealed through a separate space, which occupies a large space, causes the volume of the machine body to be large and heavy. SUMMARY

[0004] The present application provides a propeller and a water area movable device, which simplifies the packaging structure and optimizes the volume.

[0005] According to a first aspect of the present application, the present application provides a propeller, comprising:

[0006] A rack is used for being connected to a water area carrier, and a containing cavity is arranged on the rack;

[0007] A driving module comprises a driving control board and a propelling motor, the driving control board is electrically connected with the propelling motor, and is used for controlling the propelling motor to provide a propelling force;

[0008] A steering module comprises a steering control board and a steering actuator, the steering control board is electrically connected with the steering actuator, and is used for controlling the steering actuator to provide a steering power for steering the propelling motor;

[0009] A lifting module comprises a lifting control board and a lifting actuator, the lifting control board is electrically connected with the lifting actuator, and is used for controlling the lifting actuator to provide a lifting power for lifting the rack and the driving module connected to the rack;

[0010] A main control module is electrically connected with the driving module, the steering module and the lifting module, is used for receiving an input instruction and controlling the driving module, the steering module and the lifting module to work according to the received instruction;

[0011] The driving control board, the steering control board, the lifting control board and the main control module are all sealingly arranged in the containing cavity.

[0012] According to a second aspect of the present application, the present application further provides a water area movable device, comprising a water area carrier and the above-mentioned propeller, and the rack is connected with the water area carrier.

[0013] The technical solution provided in this application embodiment can include the following beneficial effects: This application designs a propeller and a water-based mobile device, including a drive module, a steering module, a tilting module, a main control module, and a frame for connecting to a water-based carrier; wherein, the drive module includes a drive control board, the steering module includes a steering control board, the tilting module includes a tilting control board, and a receiving cavity is provided on the frame. The drive control board, steering control board, tilting control board, and main control module are all sealed within the receiving cavity. The main control module is used to receive input commands and control the operation of the drive module, steering module, and tilting module according to the received commands, so that the drive module, steering module, and tilting module can work independently or cooperate with each other to control the operation of the propeller. After adopting the above technical solution, not only can the drive control board, steering control board, tilting control board, and main control module be sealed within the receiving cavity, improving the sealing effect of the drive control board, steering control board, tilting control board, and main control module, and achieving high integration; at the same time, the drive module, steering module, and tilting module can be arbitrarily added or removed according to the design requirements of the propeller, reducing costs and improving productivity.

[0014] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of a thruster provided in one embodiment of this application;

[0017] Figure 2 This is a cross-sectional schematic diagram of the thruster provided in one embodiment of the application;

[0018] Figure 3 This is an exploded view of the thruster provided in one embodiment of the application;

[0019] Figure 4 This is a schematic diagram of the upper part of the thruster provided in one embodiment of the application;

[0020] Figure 5 This is a top cross-sectional view of the thruster provided in one embodiment of the application;

[0021] Figure 6 This is a cross-sectional view of the connection between the upper baffle and the machine cover according to one embodiment of the application;

[0022] Figure 7This is another schematic diagram of the thruster provided in one embodiment of the application;

[0023] Figure 8 This is a control principle diagram of the thruster provided in one embodiment of the application;

[0024] Figure 9 This is a control principle diagram of a steering control board provided in one embodiment of the application;

[0025] Figure 10 This is a logic control diagram of a tilting control board provided in one embodiment of the application;

[0026] Figure 11 This is a control principle diagram of the tilting control board provided in one embodiment of the application;

[0027] Figure 12 This is a control principle diagram of the drive control board provided in one embodiment of the application;

[0028] Figure 13 This is a partial schematic diagram of the drive control board provided in one embodiment of the application;

[0029] Figure 14 This is a structural diagram of the drive control board and cooling mounting plate in the application;

[0030] Figure 15 This is another schematic diagram of the thruster provided in one embodiment of the application;

[0031] Figure 16 This is a schematic diagram of the upper structure of the thruster provided in one embodiment of the application;

[0032] Figure 17 This is a partial structural schematic diagram of the thruster provided in one embodiment of the application;

[0033] Figure 18 This is a schematic diagram of the structure of a water-based mobile device provided in one embodiment of the application.

[0034] Explanation of reference numerals in the attached figures:

[0035] 100. Propulsion unit; 200. Waterborne carrier;

[0036] 10. Frame; 11. Main body; 11a. Head; 110a. Cover; 1101a. Lip; 1102a. Communication cable hole; 1103a. Cable seal; 1104a. Connector; 110b. Inner flange; 110c. Isolation plate; 1101c. Power cable hole; 110d. Upper baffle; 1101d. Inner folded edge; 1102d. Cable pass-through hole; 110e. Cover; 11b. Main body; 110f. First cable hole; 110g. First seal; 110h. Second cable hole; 110i. Second seal; 110j. Third wire hole; 110k, third seal; 111, receiving cavity; 111a, first area; 111b, second area; 111c, third area; 12, underwater fuselage; 12a, guide pipe; 12b, propulsion housing; 121, motor cavity; 122, deceleration cavity; 123, pressure plate; 13, mounting base; 14, deceleration bracket; 15, shaft seal; 16, first cable; 17, second cable; 171, first power cable; 172, second power cable; 173, third power cable; 18, third cable;

[0037] 20. Main control module; 21. Main control power interface; 22. Main control communication interface; 23. Conductive cable; 24. Control device communication interface;

[0038] 30. Tilting module; 31. Tilting control board; 311. Tilting main control board; 3111. Tilting controller; 3112. Isolation drive circuit; 3113. Tilting temperature sampling circuit; 3114. Tilting position sensor; 3115. Wake-up signal trigger circuit; 3116. Power switch control circuit; 3117. Tilting control; 3118. Stop control; 312. Tilting power board; 32. Tilting actuator; 322. Tilting motor; 321. Tilting cylinder; 33. Second communication cable; 34. Tilting temperature sensor; 36. Maintenance tilting button;

[0039] 40. Steering module; 41. Steering control board; 411. Steering power interface; 412. Steering communication interface; 413. UVW steering interface; 414. First communication cable; 415. UVW steering cable; 416. Steering temperature sampling circuit; 417. Steering position acquisition circuit; 418. Steering angle interface; 419. Steering current and voltage sampling circuit; 42. Steering actuator; 421. Steering resolver sensor; 43. Steering angle sensor; 44. Steering lock; 45. Steering shaft; 46. Reduction module; 461. Torque booster gear set; 462. Reducer; 47. Inverter circuit;

[0040] 50. Drive module; 51. Drive control board; 51a. First drive board; 51b. Second drive board; 511. Drive main control board; 512. Drive power board; 513. Drive temperature sampling circuit; 514. Drive position sensor; 52. Propulsion motor; 521. First stator winding; 522. Second stator winding; 523. Main shaft; 53. Propeller; 54. Aluminum substrate; 55. Propulsion reducer; 551. Cooling lubricating oil;

[0041] 60. Install the frame; 61. Clamp the bracket; 62. Rotate the bracket;

[0042] 70. Cooling system; 70a. Cooling liquid; 71. Cooler; 711. Cooling mounting plate; 711a. First pipe joint; 712a. Second pipe joint; 712. Bent flow channel; 72. Storage tank; 73. Heat exchanger; 74. Pump body;

[0043] 80. Auxiliary battery; 80a. Power battery;

[0044] 90. External control equipment; 91. Proximity control lever; 92. Steering wheel; 93. Wired remote control box; 94. Display screen. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] It should also be understood that the terminology used in this application specification is merely for describing specific realities within the scope of this application. It is important to understand that terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are used solely for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0047] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0048] like Figures 1 to 3 As shown, according to a first aspect of this application, this application provides a thruster 100, including a main control module 20, a drive module 50, a steering module 40, a tilting module 30, and a frame 10 for connection to a water carrier 200. The drive module 50 includes a drive control board 51, the steering module 40 includes a steering control board 41, and the tilting module 30 includes a tilting control board 31. A receiving cavity 111 is provided on the frame 10, and the drive control board 51, steering control board 41, tilting control board 31, and main control module 20 are all sealed within the receiving cavity 111. The main control module 20 is electrically connected to the drive module 50, steering module 40, and tilting module 30, and is used to receive input commands and control the operation of the drive module 50, steering module 40, and tilting module 30 according to the received commands. By adopting the above technical solutions, not only is the integration high and the structure simpler, but the heat dissipation is also more concentrated. At the same time, the number of sealing surfaces can be reduced, the sealing performance and strength of the thruster 100 can be improved, the reliability can be enhanced, and the packaging difficulty of the thruster 100 can be reduced. It is not necessary to separately seal and protect the main control module 20, drive module 50, steering module 40 and lifting module 30, which simplifies the structure, reduces the manufacturing difficulty, and saves costs.

[0049] As an example, the propeller 100 is an outboard motor. The waterborne vehicle 200 is a hull. The propeller 100 is connected to the stern plate of the waterborne vehicle 200. Of course, the product type of the propeller 100 is not limited in the embodiments of this application. For example, the propeller 100 can also be a podded propeller, suspended from the bottom of the waterborne vehicle 200. The waterborne vehicle 200 can also be an amphibious transportation device.

[0050] For example, such as Figure 2 As shown, the drive module 50 also includes a propulsion motor 52. The drive control board 51 is electrically connected to the propulsion motor 52 and is used to control the propulsion motor 52 to provide propulsion force to move the water carrier 200 in the water. The drive module 50 receives DC power from an external battery and converts it into AC power to drive the propulsion motor 52. The drive control board 51 receives feedback signals from the propulsion motor 52 and communicates with the main control module 20, thereby facilitating the control of the propulsion motor 52's speed, direction, and rotation position.

[0051] For example, such as Figure 2As shown, the steering module 40 also includes a steering actuator 42. The steering control board 41 is electrically connected to the steering actuator 42 and is used to control the steering actuator 42 to provide steering power to steer the thruster 100. The steering of the thruster 100 refers to the fact that, during the output of propulsion power, the thruster 100's propulsion direction deflects by a required angle, so that the navigation direction of the waterborne mobile device deflects by a preset angle according to the required angle relationship. For example, as... Figure 2 As shown, the tilting module 30 also includes a tilting actuator 32. The tilting control board 31 is electrically connected to the tilting actuator 32 and is used to control the tilting actuator 32 to provide tilting power to tilt the propeller 100. The propeller 100 has an initial position and a working position. Tilting the propeller 100 refers to its rotation between the initial and working positions. When the propeller 100 is in the initial position, the propeller 53 of the propeller 100 is out of contact with the water, and the propeller 100 is tilted to its maximum height. When the propeller 100 needs to propel the water carrier 200 in the water, the tilting actuator 32 drives the propeller 100 to rotate from the initial position to the working position, so that the propeller 53 of the propeller 100 can enter the water, thus propelling the water carrier 200. Furthermore, the tilting actuator 32 can also be used to change the draft of the propeller 53, thereby controlling the navigation direction of the water carrier 200.

[0052] It should be noted that the propulsion motor 52, steering actuator 42 and tilting actuator 32 can be located on the outside of the accommodating cavity 111, or on the inside of the accommodating cavity 111. This application does not impose any restrictions.

[0053] After adopting the above technical solution, since the thruster 100 receives input commands through the main control module 20 and controls the drive module 50, steering module 40 and tilting module 30 to work according to the received commands, the drive module 50, steering module 40 and tilting module 30 can not only work independently, but also cooperate with each other to control the thruster 100 to adjust its attitude and move in the water. This allows the thruster 100 to arbitrarily add or remove drive module 50, steering module 40 and tilting module 30 according to the design requirements of the thruster 100 during the manufacturing process to meet the functional requirements of the thruster 100. It is not only highly versatile, quick and convenient to assemble, and flexible, but also highly expandable; moreover, the thruster 100 can be upgraded and modified, reducing costs and improving productivity.

[0054] Furthermore, compared to the traditional method of using a single circuit board to control steering, tilting, and propulsion, this method allows for more diverse control methods for steering, tilting, and propulsion. It enables the creation of propellers 100 with different functional requirements based on different combinations. By modularizing, standardizing, and systematizing the various functional components of the propeller 100, it facilitates the assembly of the propeller 100 and improves assembly production efficiency. It also facilitates the maintenance and replacement of the propeller 100, reducing operating costs.

[0055] Meanwhile, the main control module 20, steering control board 41, tilting control board 31 and drive control board 51 are sealed in the accommodating cavity 111, which makes the overall integration and electrification of the thruster 100 higher, reduces the possibility of seal failure, and effectively protects the internal components of the frame 10. At the same time, the cooling system 70 can be externalized, reducing the complexity of the cooling system 70, and can more concentratedly dissipate heat from the electrical components inside the thruster 100 to ensure the reliability of the thruster 100, and also reduces the size of the thruster 100.

[0056] For example, the thruster 100 only requires a tilting function, thus the steering module 40 or steering control board 41 can be removed from the frame 10, or the steering module 40 or steering control board 41 and other functional modules do not need to be installed during the assembly of the thruster 100, and there is no need to redesign the main control module 20, drive module 50 and tilting module 30. The main control module 20 is electrically connected to the drive module 50 and tilting module 30, and is used to receive input commands and control the operation of the drive module 50 and tilting module 30 according to the received commands; the tilting control board 31 is used to control the tilting actuator 32 to provide tilting power to tilt the frame 10 and the drive module 50 connected to the frame 10; the drive module 50 is used to control the propulsion motor 52 to provide propulsion force. The overall structure is simple, easy to replace, and highly adaptable.

[0057] Alternatively, the thruster 100 may only require steering functionality, allowing the steering module 40 or steering control board 41 to be removed from the frame 10. Alternatively, the thruster 100 may not require the installation of tilting module 30 or tilting control board 31 during assembly, eliminating the need for redesigning the main control module 20, drive module 50, and steering module 40. In this case, the thruster 100 may be equipped with the main control module 20, drive module 50, and steering module 40. The main control module 20 is electrically connected to the drive module 50 and steering module 40, receiving input commands and controlling their operation accordingly. The steering control board 41 controls the steering actuator 42 to provide steering power to the propulsion motor 52. The drive module 50 controls the propulsion motor 52 to provide propulsion force. The overall structure is simple, easy to replace, and highly adaptable. Of course, it also makes it easier to eliminate the steering control board and the tilt control board, so that the main control module 20 and the drive module 50 can be shared on another type of thruster, which may not require steering function and tilt control. For example, this type of thruster may be a pod thruster.

[0058] In one alternative implementation, such as Figure 2 As shown, the frame 10 includes a main body 11 and an underwater body 12 connected to the main body 11. The propulsion motor 52 is disposed on the part of the underwater body 12 away from the main body 11. The thruster 100 also includes a propeller 53 disposed outside the underwater body 12 and connected to the shaft of the propulsion motor 52. The accommodating cavity 111 is formed at least in the main body 11, so that the main control module 20, the steering control board 41, the tilting control board 31 and the drive control board 51 can be located above the water when the thruster 100 is working, while the propeller 53 is located underwater. This not only effectively protects the main control module 20, the steering control board 41, the tilting control board 31 and the drive control board 51 inside the main body 11, but also provides the thruster 100 with propulsion through the propeller 53.

[0059] Understandably, the underwater hull 12 is equipped with a motor cavity 121, and the propulsion motor 52 is located within the motor cavity 121. The motor cavity 121 can be connected to or isolated from the receiving cavity 111. Whether the motor cavity 121 is isolated from the receiving cavity 111 depends primarily on the cooling method of the propulsion motor 52. If the propulsion motor 52 requires cooling by filling the motor cavity 121 with coolant, then the motor cavity 121 is isolated from the receiving cavity 111 to prevent coolant from entering the receiving cavity 111 and affecting electrical components. If the propulsion motor 52 is cooled by heat exchange with the shell of the underwater hull 12 through the gas inside the motor cavity 121, then the motor cavity 121 is connected to the receiving cavity 111 to reduce the need for a sealed structure. Of course, the cooling method of the aforementioned propulsion motor 52 does not necessarily mean that the motor cavity 121 and the accommodating cavity 111 are connected. For example, the motor cavity 121 may be filled with coolant to cool the propulsion motor 52, and the motor cavity 121 may be connected to the accommodating cavity 111. The electronic components in the accommodating cavity 111 can be protected by a protective film to prevent contact with the coolant. The propulsion motor 52 exchanges heat with the shell of the underwater hull 12 through the gas in the motor cavity 121. The motor cavity 121 is isolated from the accommodating cavity 111 to increase the protection level. Even if water accidentally enters the motor cavity 121, the safety of other electronic components in the accommodating cavity 111 can still be protected.

[0060] In one alternative implementation, such as Figure 2 As shown, the main body 11 has a head 11a that is away from the underwater body 12 and a main body 11b that is connected to the underwater body 12. The accommodating cavity 111 has a first region 111a formed in the head 11a. The main control module 20 is disposed in the first region 111a, making the layout of the main control module 20 with the drive control board 51, steering control board 41, and tilting control board 31 more reasonable and the structure more compact. This achieves a modular design of the main control module 20 with the drive control board 51, steering control board 41, and tilting control board 31, and also provides good sealing and facilitates manufacturing.

[0061] In one alternative implementation, such as Figure 1 and Figure 2 As shown, the accommodating cavity 111 has a second region 111b formed in the main body 11b of the fuselage. The tilting control plate 31 and the steering control plate 41 are disposed in the second region 111b, thereby optimizing the accommodating cavity 111 and facilitating the layout of the tilting control plate 31 and the steering control plate 41 to improve space utilization. By distributing the main control module 20 with the tilting control plate 31 and the steering control plate 41 in two different regions, electromagnetic interference of the main control module 20 is reduced, and the control effectiveness of the main control module 20 is improved. Since the first region 111a is located in the head 11a, it is convenient to remove the main control module 20 from the first region 111a for maintenance without affecting the removal of other control devices.

[0062] The second region 111b may be arranged adjacent to the first region 111a, or the second region 111b may not be arranged adjacent to the first region 111a. Furthermore, an isolation region may be set between the second region 111b and the first region 111a, which can effectively prevent mutual interference of electromagnetic waves generated in different regions. This application does not impose any restrictions on this.

[0063] In one alternative implementation, such as Figure 2 As shown, the drive control board 51 is located in the second region 111b and adjacent to the underwater hull 12. The accommodating cavity 111 forms a closed end in the second region 111b adjacent to the underwater hull 12 to achieve waterproofing. At the same time, the water flowing in the external environment of the hull 12 can be used to dissipate heat from the drive control board 51 through the encapsulation shell of the hull 12. Compared with traditional contact heat conduction or air convection heat dissipation, its heat dissipation effect is significantly improved. Its structure is simple and its cost is extremely low.

[0064] In one alternative implementation, such as Figure 2 and Figure 7 As shown, the accommodating cavity 111 has a third region 111c formed in the underwater hull 12. The third region 111c communicates with the second region 111b. The drive control board 51 is disposed in the third region 111c. The accommodating cavity 111 forms a closed end in the third region 111c away from the main body 11b, thereby increasing the sealing structure against water penetration into the accommodating cavity 111, improving the waterproof rating, and ensuring the safety of the electronic components inside the accommodating cavity 111. By using the drive control board 51 to be disposed in the underwater hull 12, the drive control board 51 is closer to the motor 52, which facilitates the connection of the drive control board 51 and the motor 52 with conductive wires. The layout of the underwater hull 12 is more reasonable and the structure is more compact. At the same time, heat dissipation can be achieved through the flowing water outside the underwater hull 12, eliminating the need for additional circulating water power. Its structure is simple and the cost is extremely low. Compared with contact heat conduction or air convection heat dissipation, its heat dissipation effect is significantly improved.

[0065] In one alternative implementation, such as Figure 8As shown, the main control module 20 includes a main control communication interface 22 and a main control power interface 21. The main control power interface 21 is used to connect to the auxiliary battery 80 outside the thruster 100. The main control communication interface 22 is used to communicate with the steering control board 41, the tilt control board 31, and the drive control board 51 to transmit operation data generated according to the input command, so that the auxiliary battery 80 can provide power to the main control module 20. The main control module 20 can transmit control information generated according to the operation data to at least one of the steering control board 41, the tilt control board 31, and the drive control board 51 through the main control communication interface 22. The steering control board 41, the tilt control board 31, and the drive control board 51 can also feed back the results of their execution of the control information to the main control module 20 through the main control communication interface 22.

[0066] like Figure 8 As shown, the main control module 20 is also equipped with a control device communication interface 24 that communicates with external control devices 90 such as the control handle 91, steering wheel 92, wired remote control box 93, and display screen 94. The control device communication interface 24 receives control information from the control devices 90, including the control handle 91, steering wheel 92, wired remote control box 93, and display screen 94, and also sends operational information back to these devices. The control device communication interface 24 is located at the connection point between the engine head 11a and the first area 111a, facilitating the connection of the control device communication interface 24 to the external control devices 90 via a connecting cable from the engine head 11a, enabling convenient hot-swappable connection and meeting diverse control needs.

[0067] In addition, the control device 90 includes, but is not limited to, a mobile terminal or remote control that is communicatively connected to the waterborne carrier 200. The mobile terminal can be a mobile phone, tablet computer, computer, or other similar device. When the main control module 20 receives a control command from the external control device 90, it controls the thruster 100 to perform corresponding actions based on the control command, such as acceleration, deceleration, steering, and tilting. Besides interacting with the external control module, the main control module 20 can also interact with a cloud server to obtain cloud data. For example, it can use the GPS location information from the cloud data combined with the main control module 20 to interact with the tilting module 30, steering module 40, and drive module 50 to achieve functions such as position holding and heading holding for the waterborne mobile device.

[0068] In one alternative implementation, such as Figure 8 and Figure 9As shown, the steering control board 41 includes a steering communication interface 412, a steering power interface 411, and a UVW steering interface 413. A first communication cable 414 connects the steering communication interface 412 to the main control communication interface 22. The steering power interface 411 connects to the conductive cable 23 connecting the main control power interface 21 to the battery. A UVW steering cable 415 connects the UVW steering interface 413 to the steering actuator 42. The steering actuator 42 is a three-phase motor. The UVW steering interface 413 is a three-phase conductive wire interface for UVW three-phase wire connection. The steering control board 41 is equipped with an inverter circuit 47 to convert the DC power from the auxiliary battery 80 into three-phase AC power output to the steering actuator 42. The first communication cable 414 enables bidirectional signal transmission between the steering communication interface 412 and the main control communication interface 22, while the conductive cable 23 provides power to the steering control board 41. The steering control board 41 controls the operation of the steering actuator 42 via the UVW steering cable 415.

[0069] In one alternative implementation, such as Figure 8 As shown, the steering module 40 also includes a steering angle sensor 43. The steering control board 41 is connected to the steering angle sensor 43 for signal detection of the torque angle output by the steering actuator 42 to the steering shaft. This allows the steering module 40 to obtain the rotation position of the steering shaft based on the data from the steering angle sensor 43, and thus determine the steering state of the thruster 100. The structure is simple, easy to install, and highly practical.

[0070] The steering control board 41 is equipped with a steering angle interface 418. A steering angle sensor 43 is connected to the steering angle interface 418 via a wiring harness, enabling the steering control board 41 to detect and monitor the actual rotation angle output from the steering actuator 42 to the steering shaft. The detected angle signal is then transmitted to the main control module 20, allowing the main control module 20 to control the steering motion of the propeller 100 in real time, ensuring the dynamic stability of the propeller 100 during steering. The steering control board 41 can obtain the output torque of the steering actuator 42 based on the signal line, and can obtain the actual rotation angle of the steering shaft based on the steering angle sensor 43, thereby achieving closed-loop control of the propeller 100's steering. In an optional embodiment, such as... Figure 8 and Figure 9 As shown, the steering module 40 also includes a steering lock 44. The steering control board 41 is signal-connected to the steering lock 44 to lock the rotational position of the steering actuator 42, thereby keeping the steering angle of the propeller 100 constant. This prevents environmental forces from changing the steering angle of the propeller 100 and affecting the next steering maneuver when the steering actuator 42 stops outputting rotational torque. This allows for precise control of the steering angle of the propeller 100.

[0071] In one alternative implementation, such as Figure 8 and Figure 9 As shown, the steering module 40 also includes a steering temperature sampling circuit 416, which is located on the steering control board 41. The steering temperature sampling circuit 416 is used to acquire the temperature of the steering actuator 42 and monitor the temperature of the steering actuator 42. In the event of overheating of the steering actuator 42, emergency measures are taken. These emergency measures may include, but are not limited to, effective methods for controlling the temperature of the steering actuator 42, such as taking alarm measures.

[0072] In one alternative implementation, such as Figure 8 and Figure 9 As shown, the steering module 40 also includes a steering position acquisition circuit 417, which is located on the steering control board 41 and is used to acquire the rotation position of the steering actuator 42. This effectively ensures the accurate positioning of the rotation position of the steering actuator 42, thereby improving the precision control of the steering angle of the thruster 100. Furthermore, it can be combined with the steering shaft rotation angle acquired by the steering angle sensor 43 to achieve closed-loop control of the thruster steering.

[0073] In this embodiment, the steering actuator 42 employs sensorless FOC control to simplify its control method, ensure its service life, and reduce the failure rate. Alternatively, in other embodiments, the steering actuator 42 may employ sensor-based FOC control. The steering actuator 42 is equipped with a steering resolver sensor 421, which includes a steering signal disk and a steering magnetometer. The steering signal disk is mounted on the steering output shaft of the steering actuator 42, and the steering magnetometer is located on one side of the steering signal disk and connected to the steering position acquisition circuit 417. When the steering actuator 42 drives the steering signal disk to rotate, the steering magnetometer senses the signal on the steering signal disk and sends it to the steering position acquisition circuit 417. The steering position acquisition circuit 417 processes and analyzes the rotation position of the steering output shaft to obtain the rotation position of the steering actuator 42, thereby enabling precise control of the output steering torque of the steering actuator 42.

[0074] In one alternative implementation, such as Figure 8 and Figure 9 As shown, the steering module 40 also includes a steering current and voltage sampling circuit 419. The steering current and voltage sampling circuit 419 is located on the steering control board 41 and is connected to the three-phase conductive wire interface of the UVW steering interface 413, so that the current and voltage changes of the steering actuator 42 during operation can be monitored.

[0075] In one alternative implementation, such as Figure 8 , Figure 10 and Figure 11As shown, the tilting control board 31 includes a tilting main control board 311 and a tilting power board 312. The tilting power board 312 is connected to the tilting main control board 311 via communication cables and conductive cables to enable communication between the two boards, and also connects the tilting main control board 312 to the main control communication interface 22 and the auxiliary battery 80. The tilting actuator 32 is connected to the tilting power board 312, and its output power is controlled by the conversion circuit of the tilting power board 312.

[0076] By adopting the above technical solution, interference between the high-voltage signals on the tilting power board 312 and the low-voltage signals on the tilting main control board 311 is avoided, as is thermal interference between high-heat-generating components on the tilting power board 312 and low-heat-generating components on the tilting main control board 311. Furthermore, it avoids reduced product reliability due to insufficient safety clearance / creep distance, and facilitates maintenance of the tilting power board 312 and the tilting main control board 311. It eliminates the need to replace the entire tilting control board 31 due to partial damage, significantly saving costs and improving the reliability and safety of the tilting control board 31.

[0077] In one alternative implementation, such as Figure 10 and Figure 11 As shown, the tilting main control board 311 includes a tilting controller 3111 and an isolation drive circuit 3112. The isolation drive circuit 3112 is located between the tilting controller 3111 and the tilting power board 312. The tilting controller 3111 is used to perform logic control on the tilting actuator 32, thereby improving the working stability and reliability of the entire tilting main control board 311 and extending its service life. The isolation drive circuit 3112 can effectively isolate power interference on the tilting power board 312 and can also make the most beneficial action response to protect the circuit based on the working condition of the tilting power board 312.

[0078] In one alternative implementation, such as Figure 10 and Figure 11 As shown, the tilting main control board 311 includes a tilting temperature sampling circuit 3113. The tilting temperature sampling circuit 3113 is set on the tilting main control board 311 to obtain the temperature of the tilting actuator 32 and monitor the temperature of the tilting actuator 32. In the case of overheating of the tilting actuator 32, emergency measures are taken, such as reporting a warning fault to the tilting actuator 32, which ensures both the safety of the tilting actuator 32 and its efficient operation.

[0079] In an optional embodiment, the tilting control board 311 includes a tilting temperature sensor 34, which is used to collect the temperature of the tilting actuator 32. A tilting temperature sampling circuit 3113 is connected to the tilting temperature sensor 34, receiving the temperature signal from the sensor and processing it into a voltage signal linearly related to the temperature signal. This voltage signal is transmitted to the tilting controller 3111 for processing. The tilting controller 3111 controls the operation of the tilting actuator 32 based on the processing result, preventing excessively high internal temperatures that could affect the lifespan of the tilting actuator 32 or even pose safety hazards. Therefore, this application utilizes the tilting temperature sensor 34 to promptly obtain the current temperature of the tilting actuator 32, thereby controlling its temperature within a normal range and protecting the tilting actuator 32.

[0080] In an optional embodiment, the thruster 100 can be mounted on the tail of the water carrier 200 via a mounting frame 60. The mounting frame 60 includes a clamping bracket 61 and a rotating bracket 62 connected to the frame 10. The clamping bracket 61 can be fixedly connected to the water carrier 200 by welding or threaded connection, or it can be integrally set with the water carrier 200. The tilting actuator 32 is driven between the clamping bracket 61 and the rotating bracket 62, and is used to push the rotating bracket 62 to drive the thruster 100 to tilt.

[0081] In an optional embodiment, the tilting actuator 32 can be an electric push rod, a hydraulic cylinder, a pneumatic cylinder, an electro-hydraulic cylinder, or other device capable of outputting power. For example, when the tilting actuator 32 is an electric push rod, one end of it is mounted on the clamping bracket 61, and the other end is a telescopic end connected to the rotating bracket 62. Through telescopic extension, the electric push rod can push the rotating bracket 62 to rotate relative to the clamping bracket 61, thereby tilting the propulsion motor 52 connected to the frame 10 and the propeller 53 connected to the shaft of the propulsion motor 52.

[0082] For example, such as Figure 10 and Figure 11 As shown, the tilting actuator 32 includes a tilting motor 322 and a tilting cylinder 321. The tilting motor 322 provides hydraulic power to the tilting cylinder 321. For example, when the tilting motor 322 rotates forward, hydraulic oil or water flows into one side of the tilting cylinder 321, causing the propeller 100 to tilt. When the tilting motor 322 rotates in reverse, hydraulic oil or water flows out from the cylinder on the previous side and enters the other side of the cylinder, thereby pushing the propeller 53 of the propeller 100 into the water, realizing the water entry function of the propeller 100.

[0083] In one optional embodiment, the tilting temperature sensor 34 is connected to the tilting motor 322 to monitor the temperature of the tilting motor 322 and to take emergency measures if the tilting motor 322 overheats. These emergency measures may include, but are not limited to, effective methods for controlling the temperature of the tilting motor 322, such as taking alarm measures.

[0084] In one alternative implementation, such as Figure 10 As shown, due to the design of the entire system, the lifting module 30 is also powered down when the thruster 100 is powered down. However, this power-down method cannot meet the needs of certain scenarios where the lifting module 30 needs to be used independently. For example, if the lifting module 30 of the thruster 100 malfunctions, to avoid accidentally starting the thruster motor 52 of the thruster 100 and causing the propeller 53 to rotate, thereby causing injury to maintenance personnel, the thruster 100 is usually powered down. This will prevent the lifting module 30 from completing the lifting action, which will increase the difficulty of maintaining the thruster 100. Therefore, the lifting module 30 also includes a maintenance lifting button 35. When the pusher 100 is powered off, the lifting controller 3111 can respond to the lifting control command generated by the triggered maintenance lifting button 35 to control the lifting actuator 32 to perform the lifting action. This enables the lifting controller 3111 to control the lifting actuator 32 to perform the lifting action even in maintenance mode, thereby reducing the maintenance difficulty of the pusher 100.

[0085] In an alternative implementation, such as 8 and Figure 11 As shown, the lifting main control board 311 also includes an auxiliary power supply, a power switch control circuit 3116, and a wake-up signal trigger circuit 3115. The auxiliary power supply is provided by the auxiliary battery 80 and connected to the lifting controller 3111. It is used to supply power to the lifting controller 3111 when the power switch control circuit 3116 is not turned on. At the same time, the auxiliary battery 80 can also supply power to the lifting controller 3111 when the power switch control circuit 3116 is turned on. That is, when the main control module 20 is working, the main control module 20 coordinates the power-on and power-off control of all associated electrical equipment, which can realize centralized management of all electrical equipment. When the main control module 20 is not working, the lifting module 30 can be powered on independently through the auxiliary power supply to perform lifting control, which can also meet the usage requirements in specific scenarios. Among them, the wake-up signal trigger circuit 3115 is used to receive the wake-up signal from the external control device 90, and the power switch control circuit 3116 is turned on, so that the lifting controller 3111 and the lifting actuator 32 can receive the power transmitted from the auxiliary battery 80 to supply power to the lifting control 30 and the controller 20.

[0086] In one alternative implementation, such as Figure 11As shown, the tilting main control board 311 also includes a tilting control 3117, which is used to generate tilting control commands to control the tilting actuator 32 to perform corresponding tilting actions. The tilting control 3117 may include, but is not limited to, an upward tilting control and a downward tilting control. The upward tilting control is used to control the tilting actuator 32 to drive the propeller 100 to perform a tilting action in one of the upward or downward directions, that is, to rotate between the working position and the initial position.

[0087] In one alternative implementation, such as Figure 11 As shown, the lifting main control board 311 also includes a stop control 3118, which is used to stop the rotation of the lifting actuator 32 driving the pusher 100 to perform the lifting action. The pusher 100 can be stopped between the working position and the initial position according to actual needs.

[0088] In one alternative implementation, such as Figure 8 and Figure 11 As shown, the tilting main control board 311 also includes a tilting communication interface 313, which is connected to the main control communication interface 22 via a communication cable to realize bidirectional signal transmission between the steering communication interface 412 and the main control communication interface 22.

[0089] In one alternative implementation, such as Figure 10 As shown, the tilting main control board 311 also includes a tilting voltage sampling circuit 3119. The tilting voltage sampling circuit 3119 is disposed on the tilting main control board 311 and connected to the tilting power board 312 to monitor the voltage of the tilting actuator 32 during operation. When the voltage of the tilting actuator 32 exceeds the voltage alarm threshold, emergency measures are taken. The emergency measures may include, but are not limited to, effective methods to control the voltage of the tilting actuator 32, such as taking alarm measures.

[0090] In one alternative implementation, such as Figure 11As shown, the tilting main control board 311 also includes a tilting current sampling circuit 314. The tilting current sampling circuit 314 is disposed on the tilting main control board 311 and connected to the tilting power board 312 to monitor the current of the tilting actuator 32 during operation. When the current of the tilting actuator 32 exceeds the current alarm threshold, emergency measures are taken. These emergency measures may include, but are not limited to, effective methods to control the current of the tilting actuator 32, such as taking alarm measures. In this embodiment, the tilting main control board 311 also includes a tilting current amplification circuit and a tilting overcurrent detection circuit. The tilting current amplification circuit amplifies the current signal acquired by the tilting current sampling circuit 314, making the signal easier for the tilting main control board 311 to recognize. The tilting overcurrent detection circuit can directly determine whether the current signal acquired by the tilting current sampling circuit 314 exceeds the current alarm threshold, allowing the tilting main control board 311 to respond quickly and reducing the probability of line aging. Furthermore, compared to software control, this improves the response speed of the overcurrent protection function.

[0091] In one alternative implementation, such as Figure 8 and Figure 9 As shown, the tilting module 30 also includes a tilting position sensor 3114. The tilting controller 3111 is electrically connected to the tilting position sensor 3114. The tilting position sensor 3114 is used to detect the tilting position actuated by the tilting actuator 32 and sends the tilting position to the tilting controller 3111 so that the tilting position of the thruster 100 can be precisely controlled. This not only reminds the driver of the current tilting position of the thruster 100, improving the safety of using the thruster 100, but also features a small number of feedback signals and control elements, a simple structure, and easy operation, making it a user-friendly design. It can be understood that the tilting position sensor 3114 is located near the tilting shaft of the thruster 100, or near the rotating shaft synchronously with the tilting shaft of the thruster 100, to sense the actual tilting angle of the thruster 100, thereby achieving closed-loop control of the tilting angle of the thruster 100.

[0092] In one alternative implementation, such as Figure 8 and Figure 12 As shown, the drive control board 51 includes a drive main control board 511 and a drive power board 512. The drive main control board 511 is connected to the main control communication interface 22 and the drive power board 512, and is used to communicate and interact with the drive main control board 511 and control the operation of the drive power board 512. The drive power board 512 is connected to the external power battery 80a and outputs current to the propulsion motor 52.

[0093] By adopting the above technical solution, interference between the high-voltage signals on the drive power board 512 and the low-voltage signals on the drive main control board 511 is avoided, as is thermal interference between high-heat-generating components on the drive power board 512 and low-heat-generating components on the drive main control board 511. Furthermore, it avoids reduced product reliability due to insufficient safety clearance / creep distance, and facilitates maintenance of the drive power board 512 and drive main control board 511, eliminating the need to replace the entire drive control board 51 due to partial damage, thus significantly saving costs and improving the reliability and safety of the drive control board 51.

[0094] Furthermore, since the power battery 80a provides low-voltage DC power to the drive control board 51, and after the drive power board 512 is connected to the drive control board 51, the drive power board 512 can convert the low-voltage DC power provided by the power battery 80a into high-voltage AC power for use by the propulsion motor 52. This not only eliminates the need to connect to high-voltage AC power, reducing safety hazards, but also improves the reliability and safety of the drive control board 51 by designing the low-voltage DC power and high-voltage AC power separately.

[0095] In one alternative implementation, such as Figure 12 As shown, the drive module 50 includes a drive temperature sampling circuit 513, which is mounted on the drive main control board 511. The drive temperature sampling circuit 513 is electrically connected to the drive power board 512 and the propulsion motor 52, and is used to collect the temperature of the drive power board 512 and the propulsion motor 52. This allows for monitoring of the temperature of the drive power board 512 and the propulsion motor 52. In the event of overheating of the drive power board 512 and the propulsion motor 52, emergency measures are taken to ensure both the safety of the drive power board 512 and the propulsion motor 52 and their efficient operation.

[0096] In one alternative implementation, such as Figure 12 As shown, the drive module 50 also includes a drive position sensor 514. The drive main control board 511 is electrically connected to the drive position sensor 514. The drive position sensor 514 is used to detect the rotation position of the propulsion motor 52 so as to accurately control the movement position of the thruster 100, which improves the safety of the thruster 100 and has the characteristics of simple structure and easy operation.

[0097] Among them, the drive position sensor 514 is a resolver sensor, which includes a drive signal disk and a drive magnetic sensor. The drive signal disk is mounted on the main shaft 523 of the propulsion motor 52, and the drive magnetic sensor is located on one side of the drive signal disk and connected to the drive position acquisition circuit. When the propulsion motor 52 drives the drive signal disk to rotate, the drive magnetic sensor senses the signal on the drive signal disk and sends it to the drive position acquisition circuit. The drive position acquisition circuit processes and analyzes the rotation position of the drive output shaft, thereby obtaining the rotation position of the propulsion motor 52.

[0098] In one alternative implementation, such as Figure 8 and 12 As shown, the drive control board 51 includes a drive controller 515, a drive main control board 511, and a drive power board 512. The drive controller 515 is used to receive the target torque command from the main control module 20 and send it to the propulsion motor 52 through the drive main control board 511, so that the propulsion motor 52 can perform the target torque output.

[0099] In one alternative implementation, such as Figure 7 , 11 and Figure 14 As shown, there are two drive main control boards 511 and two drive power boards 512. The propulsion motor 52 has two stator windings. One drive main control board 511 and one drive power board 512 are connected to one stator winding, and the other drive main control board 511 and the other drive power board 512 are connected to the other stator winding. This allows the two drive power boards 512 to supply power to the two stator windings respectively, while the two drive main control boards 511 can send control commands to the two stator windings, enabling the two stator windings to cooperate with each other and output the target torque to the outside.

[0100] In one alternative implementation, such as Figure 12 and Figure 13 As shown, the drive module 50 also includes an aluminum substrate 54 electrically connected to the drive power board 512. The drive temperature acquisition circuit 513 is also electrically connected to the aluminum substrate 54 to acquire the temperature of the aluminum substrate 54, thereby obtaining the temperature of the drive power board 512 and preventing the drive power board 512 from overheating. At the same time, connecting the drive power board 512 to the aluminum substrate 54 enables the drive power board 512 to have a strong heat absorption and dissipation effect, effectively transferring all the heat on the drive power board 512 to the aluminum substrate 54 for better heat dissipation and preventing the drive power board 512 from overheating after prolonged use. The drive temperature acquisition circuit can also indirectly obtain the temperature of the drive power board 512 and reduce the weight of the drive power board 512 itself.

[0101] In one alternative implementation, such asFigure 1 and Figure 15 As shown, the drive control board 51 is located on the water surface of the frame 10. The thruster 100 also includes a cooling system 70, which is mounted on the frame 10. A portion of the cooling system 70 is thermally coupled to the drive control board 51 for heat exchange to reduce the temperature of the drive control board 51. Another portion is located on the underwater portion of the frame 10 to conduct the heat from the drive control board 51 to the water area via the underwater shell of the frame 10, thereby improving the heat dissipation effect.

[0102] As an example, the frame 10 is equipped with a ballast plate 123, which is connected to the underwater hull 12. The ballast plate 123 and the underwater hull 12 can be integrally cast or two separately formed components connected together by threaded connections, welding, or other methods. The above-water portion of the frame 10 refers to the structure of the frame 10 that protrudes above the water surface, including the head 11a, the main body 11b, and the underwater hull 12 located above the ballast plate 123. The underwater portion refers to the structure of the frame 10 that is submerged below the water surface, including the underwater hull 12 located below the ballast plate 123. The water area includes oceans, lakes, rivers, reservoirs, ponds, and aquaculture farms, enabling the water-based carrier 200 connected to the propeller 100 to operate in the water area, while the heat from the drive control board 51 can be transferred to the water by the frame 10 for heat dissipation.

[0103] In an alternative embodiment, the ballast plate 123 is connected to the upper part of the underwater fuselage 12 (closer to the fuselage body 11b) and extends away from the water carrier 200, with the ballast plate 123 positioned above the propeller 53. Thus, with the propeller 53 positioned on the side of the ballast plate 123 away from the fuselage body 11b, the water waves generated during its operation can be controlled below the ballast plate 123, thereby reducing wave drag on the water carrier 200.

[0104] In some embodiments, the ballast plate 123 and the underwater hull 12 are thermally connected, meaning that the ballast plate 123 and the underwater hull 12 transfer heat to each other. For example, the ballast plate 123 and the underwater hull 12 can be integrally made of the same thermally conductive material (such as aluminum alloy), or a thermally conductive connection can be achieved through a thermally conductive body (such as a metal with good thermal conductivity). In this way, the heat conducted to the underwater hull 12 can be quickly conducted to the ballast plate 123, and then to the water, in addition to being directly conducted to the water, effectively increasing the heat dissipation area. Furthermore, in the embodiment where the ballast plate 123 is located above the propeller 53, the water flows over the propeller 53 at a relatively high speed under the propeller 53's propulsion, which can quickly and efficiently remove the heat from the propeller 53, allowing the heat from the drive control board 51 to be quickly conducted to the water through the underwater hull 12 and the propeller 53.

[0105] In some embodiments, a water jet is provided on the lower surface of the pressure plate 123, and the water jet is arranged vertically to improve the turning performance of the water carrier 200. In an optional embodiment, such as Figure 1 and Figure 13 As shown, the cooling system 70 is equipped with a circulating cooling liquid 70a, wherein the cooling liquid 70a is isolated from the accommodating cavity 111. The cooling liquid 70a absorbs heat from the drive control board 51 and releases heat to the external water area at the underwater part of the frame 10, thereby effectively reducing the temperature of the drive control board 51 by releasing the heat generated by the drive control board 51 during operation to the external water area through the cooling system 70.

[0106] For example, the coolant 70a flows in a closed internal circulation path on the frame 10, so that the coolant 70a exchanges heat with the drive control board 51 during the circulation process, and then transfers the heat transferred by the drive control board 51 to the underwater hull 12. The underwater hull 12 exchanges heat with the external environment, which cools the coolant 70a, improves the heat transfer efficiency between the drive control board 51 and the underwater hull 12, and also ensures the cooling efficiency of the drive control board 51. The closed internal circulation path on the frame 10 is isolated from the accommodating cavity 111 to ensure that the devices in the accommodating cavity 111 are not affected by the coolant 70a, and avoids short circuits to the electronic devices in the accommodating cavity 111. In an optional embodiment, such as Figure 1 and Figure 15 As shown, the cooling system 70 includes a heat exchanger 73, a cooler 71 for cooling a heat source, and a storage tank 72 for storing coolant. The heat exchanger 73 is located in the part of the frame 10 that can contact the water, allowing it to exchange heat with the aquatic environment through the frame 10. The storage tank 72 is fixed to the frame 10 and connected to the heat exchanger 73 via a flow channel. The cooler 71 is located in the accommodating cavity 111 and forms a closed loop with the storage tank 72 and the heat exchanger 73 via a flow channel. The cooler 71 contacts the drive control board 51 to absorb heat from the drive control board 51, thereby effectively reducing the temperature of the drive control board 51.

[0107] In this embodiment, the cooler 71 cools the drive control board 51, which is located in the accommodating cavity 111 at a section away from the engine head. The cooler 71 includes a cooling mounting plate 711, which seals the end of the accommodating cavity 111 adjacent to the underwater hull 12. Simultaneously, the interior of the cooling mounting plate 711 is connected to the underwater heat exchanger 73 via a water inlet pipe, and a sealing element is provided at the connection interface. By sealing the end of the accommodating cavity 111 adjacent to the underwater portion using the cooling mounting plate 711, the airtightness of the accommodating cavity 111 is ensured, the sealing element is reduced, and water leaking from the underwater portion is prevented from entering the accommodating cavity 111. The main body 11b of the engine also has an above-water pipeline cavity communicating with the underwater cavity. The above-water pipeline cavity is located on one side of the accommodating cavity 111 and is isolated from it. The above-water pipeline cavity is used to accommodate the water pump 74, the storage tank 72, and the pipeline connecting to the cooling mounting plate 711. The cooling mounting plate 711 has an outlet and an inlet that are isolated from the accommodating cavity 111. The outlet is sealed to the storage tank 72 via a pipe, and the inlet is sealed to the heat exchanger 73 via a pipe. The storage tank 72 is fixed to the compressor head, and coolant can be easily added to the storage tank 72 after the compressor head cover is removed. The storage tank 72 may also be equipped with a pressure regulating valve to adjust the pressure inside the circulation system and ensure the cooling stability of the circulation system.

[0108] In one alternative implementation, such as Figure 1 and Figure 13 As shown, the cooling system 70 includes a pump body 74, which is installed in the closed loop and is used to drive the coolant in the closed loop to circulate. It can be recycled and reused without affecting the environment.

[0109] For example, the pump body 74 is an electronic pump. The electronic pump is electrically connected to the drive control board 51 and its operation is controlled by the drive control board 51. The main control module 20 controls the operation of the electronic pump by outputting control current to the electronic pump. The larger the control current, the greater the operating power of the electronic pump, the faster the speed of the electronic pump, and further the faster the flow speed of the coolant.

[0110] Specifically, such as Figures 12 to 14As shown, when the drive control board 51 senses that its temperature exceeds a threshold through the drive temperature acquisition circuit 513, the drive control board 51 controls the electric pump to start and operate at a higher power. The coolant in the storage tank 72 is transported to the cooler 71 by the electric pump. The coolant carries away the heat from the cooler 71 and the drive control board 51 on the cooler 71. Then the coolant flows to the heat exchanger 73 for heat exchange. After the coolant is cooled by the heat exchanger 73, it returns to the storage tank 72. When the temperature of the drive control board 51 drops below the threshold, the drive control board 51 controls the electric pump to operate at a lower power, so that the coolant maintains a suitable temperature and viscosity under the heat preservation effect of the cooler 71 and the drive control board 51. This avoids excessive temperature drop of the coolant and avoids the need for cold start of the electric pump. Therefore, it is beneficial for the drive control board 51 to work for a long time, at high power, safely, stably and efficiently, and it is also beneficial for energy saving and reducing maintenance and operating costs. Subsequently, when the temperature acquisition circuit 513 monitors the temperature of the drive control board 51 and it exceeds the threshold again, the drive control board 51 controls the electronic pump to continue running at a higher power, so that the drive control board 51 can cool down quickly.

[0111] In an alternative implementation, a filter is also provided on the closed-loop circuit to filter the coolant and prevent clogging.

[0112] In an optional implementation, a liquid level sensor is provided on the storage tank 72, and the drive control board 51 is electrically connected to the liquid level sensor. When the liquid level sensor detects that the amount of coolant in the storage tank 72 is insufficient, the liquid level sensor can issue an alarm through the pusher to avoid affecting the cooling effect.

[0113] In an optional embodiment, the outlet port of the pump body 74 is equipped with a pressure switch device. When the pressure at the outlet port of the pump body 74 is higher than the rated safe pressure, the pressure switch device disconnects the power supply to the pump body 74 accordingly to prevent the pressure from exceeding the set value range, which is beneficial to protecting the closed loop.

[0114] In one alternative implementation, such as Figure 14 and Figure 15 As shown, the cooler 71 is provided with a cooling mounting plate 711 and a curved flow channel 712 formed in the cooling mounting plate 711. The curved flow channel 712 is filled with coolant from a closed loop. The drive control board 51 is mounted on the surface of the cooling mounting plate 711. Heat is transferred from the cooling mounting plate 711 to the coolant in the curved flow channel 712, so that the cooling mounting plate 711 can carry away the heat generated by the drive control board 51 during operation through the coolant, thereby effectively reducing the temperature of the drive control board 51.

[0115] For example, the cooling mounting plate 711 is provided with a first pipe connector 711a and a second pipe connector 712a for connecting to the flow channel. The first pipe connector 711a is connected to one end of the curved flow channel 712, and the second pipe connector 712a is connected to the other end of the curved flow channel 712. The first pipe connector 711a and the second pipe connector 712a enable the curved flow channel 712 to connect with the storage tank 72 and the heat exchanger 73 to form a closed loop, and can remove the heat from the drive control board 51, thereby achieving the purpose of cooling the drive control board 51. In an optional embodiment, such as Figure 12 As shown, the drive control board 51 includes a first drive board 51a and a second drive board 51b. The first drive board 51a and the second drive board 51b are disposed on two opposite surfaces of the cooling mounting plate 711 to increase the heat dissipation area of ​​the drive control board 51 and enhance the heat dissipation effect of the drive control board 51.

[0116] For example, the cooling mounting plate 711 has opposing first and second end faces, a curved flow channel 712 is formed in the inner region between the first and second end faces, and a first drive plate 51a is attached to the first end face via an aluminum substrate 54, and a second drive plate 51b is attached to the second end face via an aluminum substrate 54. In an optional embodiment, as... Figure 2 and Figure 13 As shown, the propulsion motor 52 includes a first stator winding 521 and a second stator winding 522. The first stator winding 521 and the second stator winding 522 are arranged side by side along the main shaft 523 of the propulsion motor 52. A first drive plate 51a is electrically connected to the first stator winding 521, and a second drive plate 51b is electrically connected to the second stator winding 522, so that the first drive plate 51a and the second drive plate 51b can drive the main shaft 523 of the propulsion motor 52 to rotate through the first stator winding 521 and the second stator winding 522, thereby providing propulsion force for the thruster 100.

[0117] In one alternative implementation, such as Figure 2 , Figure 3 and Figure 17 As shown, the frame 10 is equipped with a mounting base 13 in the accommodating cavity 111. The steering actuator 42, steering control plate 41 and tilting control plate 31 are fixed to the mounting base 13. The mounting base 13 is fixed on the frame 10 and located in the second region 111b, so that the steering actuator 42, steering control plate 41 and tilting control plate 31 are stably fixed in the second region 111b. At the same time, the relative positions between the steering actuator 42, steering control plate 41 and tilting control plate 31 can be adjusted through the mounting base 13, so that its spatial arrangement is more reasonable. It does not require redesigning the space of the second region 111b. The mounting base 13 can be better fixed within the tolerance range of the second region 111b, which is flexible and adaptable.

[0118] For example, the mounting base 13 includes a first side and a second side arranged opposite to each other, with a first sidewall connecting the first side and the second side. The first sidewall is provided with an actuator mounting portion. The tilting control plate 31 is mounted on the first side of the mounting base 13, the steering control plate 41 is mounted on the second side of the mounting base 13, and the steering actuator 42 is mounted on the actuator mounting portion. This arrangement eliminates the need for the tilting control plate 31 and the steering control plate 41 to occupy separate mounting positions within the frame 10, facilitating a more efficient layout of the space within the frame 10.

[0119] By adopting the above technical solution, the tilting control plate 31 and the steering control plate 41 are both integrated and installed on the mounting base 13, making the structure of the pusher 100 more compact. That is, the pusher 100 can fix the tilting control plate 31 and the steering control plate 41 in the accommodating cavity 111 simultaneously through the mounting base 13. The tilting control plate 31 and the steering control plate 41 do not need to occupy separate installation positions in the cabinet. The compact structure reduces the occupation of installation positions in the accommodating cavity 111 and is conducive to the rational layout of the space inside the pusher 100.

[0120] In one alternative implementation, such as Figure 2 , Figure 3 and Figure 14 As shown, the thruster 100 also includes a mounting frame 60 for connecting the water carrier 200. A steering shaft 45 is disposed between the mounting frame 60 and the frame 10. One end of the steering shaft 45 is located within the accommodating cavity 111, receiving steering power from the steering actuator 42 via a reducer and a torque amplification assembly. This allows the steering control plate 41 to drive the steering shaft 45 to rotate via the steering actuator 42, thereby causing the mounting frame 60 to rotate relative to the frame 10, thus realizing the steering function of the thruster 100.

[0121] In some implementations, such as Figure 2 , Figure 3 and Figure 16 As shown, a shaft seal 15 is provided between the steering shaft 45 and the frame 10 to seal the gap between the steering shaft 45 and the frame 10, thereby effectively preventing liquid from penetrating into the accommodating cavity 111 and posing a safety hazard to the main control module 20, drive control board 51, steering control board 41 and tilting control board 31, etc.

[0122] For example, the main body 11 is provided with a first rotating hole, and the underwater body 12 is provided with a second rotating hole. The positions of the first rotating hole and the second rotating hole correspond to each other. The steering shaft 45 is connected to the mounting bracket 60 and extends from both ends of the mounting bracket 60. One end of the steering shaft 45 extends into the receiving cavity 111 from the first rotating hole to receive the steering power of the steering actuator 42. The other end of the steering shaft 45 is rotatably installed in the second rotating hole. The shaft seal 15 fills the gap between the steering shaft 45 and the first and second rotating holes to prevent water from entering the receiving cavity 111, thus ensuring the safety of the power supply to the control drive module 50, the steering module 40, and the tilting module 30. In an optional embodiment, such as Figure 2 , Figure 7 and Figure 17 As shown, the frame 10 is equipped with a reduction gear bracket 14, and the mounting base 13 is fixedly connected to the reduction gear bracket 14. The steering module 40 also includes a reduction gear module 46 mounted on the reduction gear bracket 14. The reduction gear module 46 is drive-connected to the steering shaft 45, and the steering actuator 42 is drive-connected to the reduction gear module 46. The reduction gear module 46 outputs steering torque to the steering shaft 45, enabling the steering shaft 45 to drive the mounting frame 60 to rotate relative to the frame 10, thereby realizing the steering function of the thruster 100.

[0123] For example, such as Figure 17 As shown, the first sidewall is provided with an actuator mounting section, a reduction module mounting section, and a reduction bracket mounting section along the height direction of the mounting base 13, so that the steering actuator 42, the reduction module 46, and the reduction bracket 14 can be installed from bottom to top and correspondingly in the actuator mounting section, the reduction module mounting section, and the reduction bracket mounting section. The reduction bracket 14 can be fixedly connected to the first sidewall of the mounting base 13 by welding or threaded connection, or it can be integrally formed with the mounting base 13.

[0124] Alternatively, the first sidewall is provided along the height direction of the mounting base 13, and actuator mounting portions and deceleration bracket mounting portions are respectively provided at both ends of the first sidewall. The deceleration bracket 14 can be fixedly connected to the deceleration bracket mounting portion by welding or threaded connection. The deceleration module is fixedly connected to the deceleration bracket 14 by threaded connection, and the steering actuator 42 is fixedly connected to the actuator mounting portion by threaded connection. This application does not impose any limitations. In an optional embodiment, such as Figure 8 and Figure 17As shown, the reduction module 46 includes a torque-increasing gear set 461 and a reducer 462. The torque-increasing gear set 461 is mounted on the reduction bracket 14 and connected to the steering shaft 45. The reducer 462 is fixed to the reduction bracket 14 and connected to the torque-increasing gear set 461. The steering actuator 42 is connected to the reducer 462, so that the steering actuator 42 can use the speed of the reducer 462 and the torque-increasing gear set 461 to convert the required torque, so as to drive the mounting frame 60 to rotate relative to the frame 10, while reducing the rotation speed of the mounting frame 60 relative to the frame 10.

[0125] In one alternative implementation, such as Figure 2 , Figure 4 and Figure 6 As shown, the machine head 11a is provided with a cover 110a, the periphery of which is sealed to the machine body 11b. A first region 111a is formed on the inner side of the cover 110a to prevent external liquid from entering the first region 111a, thereby protecting the main control module 20 and improving its service life; it also facilitates the disassembly and assembly of the main control module 20.

[0126] For example, the top of the machine head 11a is an open structure, and the cover 110a includes a cover baffle and a cover side plate formed by bending the cover baffle. The cover baffle is detachably installed in the open structure through the cover side plate, and the main control module 20 is housed in the cover receiving cavity formed by the cover baffle and the cover side plate.

[0127] In an optional embodiment, a cover side plate is formed around the cover baffle, and the cover side plate is bent outward at the end away from the cover baffle to form a cover fixing part, so that the cover side plate can be fixed to the top of the fuselage body 11b by the cover fixing part. The cover fixing part can be a skirt-like panel bent outward from the cover side plate, or it can be a buckle formed by bending on the cover side plate. This application is not limited to this; the main purpose is to fix the cover side plate to the top of the fuselage body 11b by the cover fixing part, and the cover side plate and the fuselage body 11b are sealed together by a cover sealing member. For example, as shown... Figure 4 and Figure 6 As shown, the head 11a is also provided with an inner flange 110b, and the periphery of the cover 110a is provided with a lip 1101a that seals and fits with the inner flange 110b. The lip 1101a is located outside the first region 111a and is stacked with the inner flange 110b in the opposite direction from the main body 11 to the underwater body 12 to seal the first region 111a and prevent liquid from entering the interior of the first region 111a.

[0128] For example, such as Figure 4 and Figure 7As shown, the inner flange 110b extends from the inner wall of the open structure into the body 11b, and the lip 1101a bends outward from the side plate of the cover away from the cover baffle. When the cover 110a is closed on the open structure, the lip 1101a and the inner flange 110b overlap at least partially in the height direction of the thruster 100. The cover seal can fill the gap between the lip 1101a and the inner flange 110b, or the bottom of the lip 1101a can be made of soft rubber, allowing the lip 1101a to abut against the inner flange 110b and deform to seal the first region 111a, preventing liquid from entering the interior of the first region 111a. By stacking and sealing the inner flange 110b and the lip 1101a in the open direction of the head 11a, the sealing performance of the cover 110a and the inner flange 110b can be improved. Of course, in other embodiments, the inner flange 110b can be used to provide sealing pressure radially around the periphery of the cover 110a to ensure a tight seal. In an alternative embodiment, such as Figure 5 , Figure 7 and Figure 8 As shown, the head unit 11a is equipped with an isolation plate 110c fixed to the inner flange 110b. A first region 111a is formed between the isolation plate 110c and the cover 110a. The main control module 20 is connected to the steering control board 41, the tilting control board 31, and the drive control board 51 via a communication cable passing through the isolation plate 110c. The isolation plate 110c can effectively prevent mutual interference of electromagnetic waves generated between the main control module 20 and the steering control board 41, the tilting control board 31, and the drive control board 51. The communication cable includes a first communication cable 414 connected between the steering communication interface 412 and the main control communication interface 22, a second communication cable 33 connected between the main control module 20 and the tilting control board 31, and a third communication cable connected between the main control module 20 and the drive control board 51. The first communication cable 414, the second communication cable 33, and the third communication cable are used to realize the communication connection between the main control module 20 and the steering control board 41, the tilting control board 31, and the drive control board 51. Of course, in other embodiments, the cover 110a may also be sealed to the edge of the partition plate 110c, and the edge of the partition plate 110c may be sealed to the inner flange 110b, thereby achieving a seal between the cover 110a and the main body 11b.

[0129] For example, one end of the first communication cable 414, the second communication cable 33, and the third communication cable is electrically connected to the main control communication interface 22 of the main control module 20, and the other end of the first communication cable 414, the second communication cable 33, and the third communication cable passes through the wire hole of the isolation plate 110c and is located in the second region 111b; wherein, the other end of the first communication cable 414 is connected to the steering communication interface 412 of the steering control board 41, the other end of the second communication cable 33 is connected to the tilting communication interface 313 of the tilting control board 31, and the other end of the third communication cable is connected to the drive control board. The drive communication interface connection of board 51 not only makes the assembly of the main control module 20 with the steering control board 41, tilting control board 31, and drive control board 51 easier and more flexible in configuration, but also allows for communication between the main control module 20 and the steering control board 41, tilting control board 31, and drive control board 51 through a single communication cable. Furthermore, it reduces the size of the main control module 20 and the thruster 100, allowing for a more rational layout of the main control module 20, steering control board 41, tilting control board 31, and drive control board 51 according to the internal space of the accommodating cavity. In addition, the connection between the communication cable and the main control module 20, steering control board 41, tilting control board 31, and drive control board 51 can be established by adjusting the direction of connector insertion and removal, making the operation and assembly of the main control module 20, steering control board 41, tilting control board 31, and drive control board 51 more convenient.

[0130] In one alternative implementation, such as Figure 5 , Figure 7 and Figure 8 As shown, the isolation plate 110c is also provided with a power cable hole 1101c. The main control module 20 is connected to the steering control board 41 or the tilt control board 31 by a conductive cable 23 passing through the power cable hole 1101c. The conductive cable 23 is used to connect to the external auxiliary battery 80 via the steering control board 41 or the tilt control board 31 and transmit current to the main control module 20 to provide power to the main control module 20, the steering control board 41 and the tilt control board 31.

[0131] For example, the conductive cable 23 includes a first power line, a second power line, and a third power line. One end of the first power line is electrically connected to the main control power interface 21 of the main control module 20, and the other end of the first power line is electrically connected to the external auxiliary battery 80. One end of the second and third power lines can be electrically connected to the main control power interface 21 of the main control module 20, and one end of the second and third power lines can also be electrically connected to the first power line. The other ends of the second and third power lines pass through the power line hole 1101c and are electrically connected to the steering control board 41 and the tilt control board 31, respectively, to provide power to the steering control board 41 and the tilt control board 31.

[0132] In one alternative implementation, such as Figure 4 and Figure 5 As shown, the machine head 11a is also provided with an upper baffle 110d on the side of the inner flange 110b away from the first region 111a. The frame 10 also includes a cover 110e that covers the upper baffle 110d. The cover 110e is located on the side of the cover 110a away from the first region 111a and can form a waterproof cavity together with the cover 110a to further prevent external liquids from entering the first region 111a.

[0133] For example, the upper baffle 110d extends upward along the height direction of the head 11a and surrounds the periphery of the open structure, so that the cover 110a installed on the open structure can be enclosed inside the upper baffle 110d. When the cover 110e is connected to the upper baffle 110d, the cover 110e, the upper baffle 110d, and the cover 110a together form a waterproof cavity. The cover 110e can prevent liquids such as water from entering the waterproof cavity through the gap between the cover 110e and the upper baffle 110d. When liquid enters the waterproof cavity, the cover 110a can prevent liquid from entering the receiving cavity from the waterproof cavity, thus preventing short circuits or functional failures of electronic components such as the main control module 20, steering control board 41, tilting control board 31, and drive control board 51, thereby improving the waterproof function of the thruster 100. In addition, the structure of the cover 110e can be adapted to the structure of the head 11a to ensure the overall appearance of the thruster 100.

[0134] In one alternative implementation, such as Figure 4 and Figure 5 As shown, the upper baffle 110d has an inner folded edge 1101d at the end away from the inner flange 110b. The edge of the housing 110e is engaged with the inner folded edge 1101d to allow the inner folded edge 1101d to be located inside the housing 110e, so that the liquid outside the housing 110e can flow down along the upper baffle 110d.

[0135] For example, the inner folded edge 1101d includes a first folded portion 11011d and a second folded portion 11012d. The first folded portion 11011d bends from the top of the upper baffle 110d toward the inside of the open structure, and the second folded portion 11012d bends upward from the end of the first folded portion 11011d away from the upper baffle 110d, so that at least part of the inner wall of the shroud 110e is in contact with the second folded portion 11012d, while the first folded portion 11011d is connected to the bottom of the shroud 110e to limit the position of the shroud 110e relative to the head 11a. At the same time, the second folded portion 11012d can also prevent external liquid from entering the waterproof cavity through the gap between the first folded portion and the shroud 110e.

[0136] It should be noted that, as Figure 4 andFigure 5 As shown, a labyrinthine sealing structure can also be formed between the housing 110e and the upper baffle 110d. For example, one of the housing 110e and the upper baffle 110d is provided with a protrusion, and the other of the housing 110e and the upper baffle 110d is provided with a recess, and the protrusion and the recess cooperate to form a sealing structure.

[0137] For example, such as Figure 4 , Figure 5 and Figure 6 As shown, at least one recess 1101e is provided on the cover 110e at intervals, and a protrusion 1103d that cooperates with the recess 1101e is provided on the top of the upper baffle 110d. The number and position of the protrusion 1103d correspond to the number and position of the recess 1101e, so that after the cover 110e is connected to the upper baffle 110d, the recess 1101e and the protrusion 1103d can form a labyrinth-like sealing structure to prevent external liquid from entering the waterproof cavity.

[0138] In one alternative implementation, such as Figure 2 , Figure 4 and Figure 8 As shown, the edge of the upper baffle 110d is provided with a wire hole 1102d, and the cover 110e covers the wire hole 1102d. The wire hole 1102d is used to pass through the communication cable connected to the main control module 20. The communication cable is used to connect to the external control device so that the control device can input instructions to the main control module 20, so that the main control module 20 can control the drive module 50, the steering module 40 and the lifting module 30 to work according to the received instructions.

[0139] For example, the communication cable includes a fourth communication cable 25. A through hole 1102d is located on the side of the upper baffle 110d away from the second region 111b. One end of the fourth communication cable 25 is connected to the control device communication interface 24 of the main control module 20. The other end of the fourth communication cable 25 passes through the through hole 1102d and is connected to external control devices 90 such as the control handle 91, steering wheel 92, wired remote control box 93, and display screen 94. It is used to receive control information from the control devices 90 such as the control handle 91, steering wheel 92, wired remote control box 93, and display screen 94, and to feed back operating information to the control devices 90 such as the control handle 91, steering wheel 92, wired remote control box 93, and display screen 94. This enables the main control module 20 to control the drive module 50, steering module 40, and tilting module 30 to work according to the received instructions. The cover 110a is provided with a connector 1104a, which is connected to the main control module 20 for communication. This allows the fourth communication cable 25 to be connected to the main control module 20 through the connector 1104a. This not only makes the connection and disconnection of the fourth communication cable 25 from the main control module 20 easier and faster, but also separates the wire hole 1102d for the communication cable from the conductive cable hole for the conductive cable, thus separating the communication cable from the conductive cable and preventing interference between the strong electrical signal on the conductive cable and the weak electrical signal on the communication cable.

[0140] In this embodiment, the housing 110e is provided on the outside of the wire hole 1102d, and the part of the fourth communication cable 25 that passes through the housing 110e can be wrapped by a telescopic tube that can be extended or shortened. The telescopic tube is connected to the side of the housing 110e near the water carrier 200. This not only provides the fourth communication cable 25 with extension and retraction allowance, but also prevents the fourth communication cable 25 from getting tangled or broken, thereby improving the service life of the fourth communication cable 25.

[0141] In one alternative implementation, such as Figure 2 , Figure 5 and Figure 8 As shown, the cover 110a is provided with a communication cable hole 1102a and a cable seal 1103a. The communication cable passes through the communication cable hole 1102a and is connected to the main control module 20. The cable seal 1103a seals between the communication cable and the cover 110a and is used to fill the gap between the communication cable and the communication cable hole 1102a.

[0142] For example, the communication cable hole 1102a is located on the side of the cover 110a facing the through hole 1102d, so that the communication cable passes through the through hole 1102d and the communication cable hole 1102a in sequence and is connected to the main control module 20 for connection with external control devices 90 such as the control stick 91, steering wheel 92, wired remote control box 93, and display screen 94. The connector 1104a is installed in the communication cable hole 1102a and connected to the main control module 20 via a communication cable. One end of the fourth communication cable 25 is detachably connected to the connector 1104a, and the other end of the fourth communication cable 25 passes through the through hole 1102d and is connected to the external control devices 90 such as the control stick 91, steering wheel 92, wired remote control box 93, and display screen 94. The cable seal 1103a is installed in the communication cable hole 1102a to seal the gap between the connector 1104a and the communication cable hole 1102a, so as to prevent water and other liquids from entering the cavity through the gap between the fourth communication cable 25 and the communication cable hole 1102a, thereby causing the main control module 20 to short circuit or some functions to fail, thus improving the waterproof function of the thruster.

[0143] In one alternative implementation, such as Figure 2 , Figure 8 and Figure 16 As shown, the fuselage body 11b is provided with a first wire hole 110f and a first sealing member 110g that connects to the second region 111b. The thruster 100 includes a first cable 16 that passes through the first wire hole 110f. The first cable 16 is used to connect to an external power battery 80a and transmit DC power of a first voltage to the drive control board 51. The drive control board 51 boosts the DC power of the first voltage and converts it into AC power for output to the propulsion motor 52. The first sealing member 110g seals the gap between the first wire hole 110f and the first cable 16.

[0144] For example, one end of the first cable 16 is electrically connected to the drive control board 51, and the other end of the first cable 16 passes through the first wire hole 110f and is connected to the external power battery 80a, so that the power battery 80a can supply DC power of the first voltage to the drive control board 51. The drive control board 51 can boost the DC power of the first voltage and convert it into AC power for output to the propulsion motor 52, enabling the propulsion motor 52 to operate and providing real-time feedback on its status via a feedback line, allowing for real-time adjustments. Since the first cable 16 connects to the drive control board 51 from the second area 111b, the high voltage of the first cable 16 is prevented from affecting the main control module 20. Furthermore, the proximity of the first cable 16 to the drive control board 51 optimizes the wiring structure.

[0145] In an optional implementation, the auxiliary battery 80 supplies DC power with a second voltage to the main control module 20, steering control board 41, and tilting control board 31. This second voltage is lower than the first voltage to ensure the power supply safety of these components. The propulsion motor 52 has an output power of at least 10 kW. If powered by the auxiliary battery 80, the current would be extremely high, potentially causing damage to the circuitry of the main control module 20, steering control board 41, and tilting control board 31. Therefore, by powering the drive control board 51 with the power battery, and then having the drive control board 51 boost the output voltage of the power battery and convert it into AC power for the propulsion motor 52, not only is the propulsion motor 52 effectively powered, ensuring its high-power operation, but the power supply safety of the main control module 20, steering control board 41, and tilting control board 31 is also guaranteed.

[0146] In one optional embodiment, the second voltage is 12V, used to power the main control module 20, the steering control board 41, and the tilt control board 31; the first voltage is not less than 96V, used to power the drive control board 51. The power battery 80a includes multiple battery packs, which are connected in parallel or transmit operating voltage to the drive control board 51 via a boost circuit.

[0147] After adopting the above technical solution, since the drive control board 51, the main control module 20, the steering control board 41, and the tilting control board 31 are powered by two batteries with different voltage outputs, namely the power battery 80a and the auxiliary battery 80, it ensures the high-power operation of the propulsion motor 52 without burning out the circuit systems of the main control module 20, the steering control board 41, and the tilting control board 31, thus ensuring the electrical safety of the main control module 20, the steering control board 41, and the tilting control board 31. In addition, the first wire hole 110f and the first cable 16 are sealed by the first sealing member 110g, which can prevent external liquid from entering the second area 111b or the third area 111c through the first wire hole 110f along the first cable 16, thus protecting the main control module 20, the steering control board 41, the tilting control board 31, and the drive control board 51 in a sealed and waterproof environment.

[0148] In one alternative implementation, such as Figure 2 , Figure 8 and Figure 16As shown, the fuselage body 11b is also provided with a second wire hole 110h adjacent to the first wire hole 110f and communicating with the second region 111b and a second sealing member 110i. The thruster 100 includes a second cable 17 that cooperates with the second wire hole 110h. The second cable 17 is used to connect to an external auxiliary battery 80 and to transmit DC power of a second voltage to the steering control board 41, the tilting control board 31 and the main control module 20. The second sealing member 110i seals the gap between the second wire hole 110h and the second cable 17. The second voltage is less than the first voltage.

[0149] For example, the second cable 17 includes a first power line 171, a second power line 172, and a third power line 173. One end of the first power line 171 is electrically connected to the main control power interface 21 of the main control module 20, and the other end of the first power line 171 passes through the second wire hole 110h and is electrically connected to the external auxiliary battery 80. One end of the second power line 172 and the third power line 173 can be electrically connected to the first power line 171 or the main control power interface 21 of the main control module 20, or one end of the second power line 172 and the third power line 173 can pass through the second wire hole 110h and be directly electrically connected to the external auxiliary battery 80, so that the auxiliary battery 80 can transmit DC power of the second voltage to the steering control board 41, the tilt control board 31, and the main control module 20. The second seal 110i fills the gap between the second wire hole 110h and the first power line 171, the second power line 172 and the third power line 173, or the second seal 110i fills the gap between the second wire hole 110h and the first power line 171, so as to prevent external liquid from entering the second region 111b through the second wire hole 110h along the first power line, the second power line and / or the third power line, so that the main control module 20, the steering control board 41, the tilting control board 31 and the drive control board 51 are protected in a sealed and waterproof environment.

[0150] It should be noted that the second wire hole 110h is arranged adjacent to the first wire hole 110f. It can include the second wire hole 110h and the first wire hole 110f as two independent hole structures, or as two hole structures connected as one. This application does not limit this. Its main purpose is to enable the first cable 16 and the second cable 17 to pass through the body body 11b and connect to the external power battery 80a and auxiliary battery 80, so that the power battery 80a can supply power to the propulsion motor 52, while the auxiliary battery 80 can supply power to the steering control board 41, the tilting control board 31 and the main control module 20.

[0151] The cable structure through which the second cable 17 passes through the second wire hole 110h can be composed of the first power line 171, the second power line 172, and the third power line 173. Alternatively, the cable structure through which the second cable 17 passes through the second wire hole 110h can be composed of one of the first power line 171, the second power line 172, and the third power line 173, or an extension of one of them. Then, the other two of the first power line 171, the second power line 172, and the third power line 173 are connected to the cable structure through which the second cable 17 passes through the second wire hole 110h inside the main body 11b. This application does not impose any restrictions on this.

[0152] In one alternative implementation, such as Figure 1 , Figure 2 and Figure 16 As shown, the thruster 100 also includes a mounting frame 60 for connecting the water carrier 200. The main body 11b is connected to the mounting frame 60, and the tilting actuator 32 is mounted on the mounting frame 60 to drive the mounting frame 60 to tilt the main body 11b. The main body 11b is provided with a third wire hole 110j and a third seal 110k connecting the second region 111b. A third cable 18 connects the tilting actuator 32 and the tilting control board 31. The third cable 18 passes through the third wire hole 110j and is sealed by the third seal 110k.

[0153] For example, the mounting frame 60 can be fixedly connected to the water carrier 200 by welding or threaded connection, or be integrally set with the water carrier 200. The main body 11b can be rotatably connected to the mounting frame 60 via the steering shaft 45. The lifting actuator 32 can be an electric push rod, a hydraulic cylinder, a pneumatic cylinder, or other device capable of outputting power. For example, when the lifting actuator 32 is an electric push rod, one end is mounted on the mounting frame 60, and the other end is a telescopic end. The telescopic end can drive the main body 11b to rotate relative to the mounting frame 60 by telescoping, so that other structures connected to the frame 10 (including the main control module 20, the drive module 50, and the steering module 40, etc.) rotate and lift.

[0154] In addition, the tilting actuator 32 is electrically connected to the tilting control board 31 via the third cable 18, enabling the tilting control board 31 to control the tilting actuator 32 to proceed. At the same time, a third seal 110k is filled between the third cable 18 and the third wire hole 110j, which can prevent external liquid from entering the second area 111b through the third cable 18 and the third wire hole 110j, thus protecting the main control module 20, the steering control board 41, the tilting control board 31, and the drive control board 51 in a sealed and waterproof environment.

[0155] In one alternative implementation, such as Figure 1 , Figure 2and Figure 16 As shown, the mounting frame 60 includes a rotating bracket 62 connected to the machine body and a clamping bracket 61 for fixing on the water carrier 200. The rotating bracket 62 and the clamping bracket 61 are rotatably connected. The tilting actuator 32 is connected between the rotating bracket 62 and the clamping bracket 61 and is used to drive the rotating bracket 62 to tilt relative to the clamping bracket 61.

[0156] For example, the clamping bracket 61 can be fixedly connected to the water carrier 200 by welding or threaded connection or be integrally set with the water carrier 200. The upper end of the rotating bracket 62 is rotatably connected to the upper end of the clamping bracket 61. The lifting actuator 32 is an electric push rod. One end of the electric push rod is rotatably connected to the rotating bracket 62, and the other end of the electric push rod is a telescopic end. The telescopic end is rotatably connected to the clamping bracket 61, so that the rotating bracket 62 can rotate relative to the clamping bracket 61 under the telescopic force of the telescopic end, thereby driving the frame 10 connected to the rotating bracket 62 and other structures on the frame 10 to rotate and lift.

[0157] In one alternative implementation, such as Figure 1 , Figure 2 and Figure 16 As shown, a steering shaft 45 is provided between the mounting frame 60 and the fuselage body 11b. The fuselage body 11b rotates relative to the mounting frame 60 via the steering shaft 45. The steering shaft 45 is a hollow shaft. The third wire hole 110j communicates with the inner side of the steering shaft 45. The third cable 18 passes through the end of the steering shaft 45 connected to the fuselage body 11b, enters the inner side of the steering shaft 45, and exits the steering shaft 45, thereby enabling the third cable 18 to be hidden.

[0158] For example, the frame 10 is rotatably connected to the mounting frame 60 via a steering shaft 45. One end of the steering shaft 45 is located within the accommodating cavity 111, receiving steering power from the steering actuator 42 via a reducer and a torque amplification assembly. This allows the steering control board 41 to drive the steering shaft 45 to rotate via the steering actuator 42, thereby causing the mounting frame 60 to rotate relative to the frame 10, thus realizing the steering function of the thruster 100. Since the third wire hole 110j communicates with the inner side of the steering shaft 45, the third cable 18 can be routed through the third wire hole 110j and the internal space of the steering shaft 4 to the tilting actuator 32, for electrical connection between the tilting control board 31 and the tilting actuator 32.

[0159] In one alternative implementation, such as Figure 1 , Figure 2 and Figure 16As shown, a steering shaft 45 is disposed between the mounting frame 60 and the fuselage body 11b. The fuselage body 11b rotates relative to the mounting frame 60 via the steering shaft 45, which is a hollow shaft. The third wire hole 110j is located on the fuselage body 11b near the steering shaft 45.

[0160] For example, the frame 10 is rotatably connected to the mounting frame 60 via a steering shaft 45. One end of the steering shaft 45 is located within the accommodating cavity 111, receiving steering power from the steering actuator 42 via a reducer and a torque amplification assembly. This allows the steering control board 41 to drive the steering shaft 45 to rotate via the steering actuator 42, thereby causing the mounting frame 60 to rotate relative to the frame 10, thus realizing the steering function of the thruster 100. The third cable 18 passes through the third wire hole 110j and then runs through the internal space of the steering shaft 4 to the tilting actuator 32, serving as the electrical connection between the tilting control board 31 and the tilting actuator 32.

[0161] In one alternative implementation, such as Figure 2 , Figure 3 and Figure 7 As shown, the underwater hull 12 includes a flow guide pipe 12a and a propulsion housing 12b. A third region 111c is formed in the flow guide pipe 12a. The drive control board 51 exchanges heat with the external water area through the flow guide pipe 12a. The propulsion housing 12b is provided with a motor cavity 121, and the propulsion motor 52 is housed in the motor cavity 121.

[0162] For example, the propulsion housing 12b is connected to the lower end of the guide pipe 12a, and the upper end of the guide pipe 12a is connected to the main body 11b. When the water carrier 200 is moving, at least part of the guide pipe 12a is submerged below the water surface, allowing the heat from the drive control board 51 installed inside the guide pipe 12a to be conducted to the water area via the guide pipe 12a. The drive control board 51 can contact the inner wall of the guide pipe 12a to quickly transfer heat; alternatively, the drive control board 51 can not contact the inner wall of the guide pipe 12a, meaning it exchanges heat with the guide pipe 12a via the gas inside the guide pipe 12a before transferring the heat to the water area. This allows the water flow to exchange heat with the guide pipe 12a, effectively reducing the heat generated by the drive control board 51 during operation.

[0163] Similarly, since the propulsion housing 12b is connected to the lower end of the guide pipe 12a, and the propulsion motor 52 is housed in the motor cavity 121 inside the propulsion housing 12b, the propulsion motor 52 can exchange heat with the propulsion housing 12b through the gas inside the motor cavity 121. The propulsion housing 12b can then conduct heat to the water area, allowing the water flow to exchange heat with the propulsion housing 12b, effectively reducing the heat generated by the propulsion motor 52 during the output of rotational torque and improving the heat dissipation effect of the propeller 100. In an optional embodiment, such as... Figure 2 , Figure 3 and Figure 7 As shown, the motor cavity 121 is connected to the third region 111c, and the propulsion motor 52 is thermally coupled to the propulsion housing 12b, so that the external water flow can cool the propulsion motor 52 through the propulsion housing 12b.

[0164] For example, the third region 111c is located above and connected to the motor cavity 121, which can reduce the sealing structure. The third region 111c and the second region 111b can be isolated from each other or connected to each other. When the third region 111c is isolated from the second region 111b, the drive control board 51 and the propulsion motor 52 are housed in the common cavity formed by the third region 111c and the motor cavity 121. This allows for heat exchange between the gas in the common cavity and the propulsion housing 12b, and then the heat is conducted to the water body through the propulsion housing 12b. This allows the water flow to exchange heat with the propulsion housing 12b, effectively reducing the heat generated by the drive control board 51 and the propulsion motor 52 during operation and improving the heat dissipation effect of the propeller 100. In an optional embodiment, such as... Figure 2 , Figure 3 and Figure 7 As shown, the propulsion housing 12b is also provided with a deceleration chamber 122, which is isolated from the motor housing 121 and the third region 111c to prevent external liquid from entering the motor housing 121 and the third region 111c from the deceleration chamber 122, or to prevent liquid in the deceleration chamber 122 from entering the motor housing 121 and the third region 111c. This can increase the protection level of the motor housing 121 and protect the electronic components inside the motor housing 121 after accidental water ingress.

[0165] The drive module 50 also includes a propulsion reducer 55, which is housed in a reduction chamber 122 and connected to a propulsion motor 52 to reduce the rotational torque output by the propulsion motor 52. The reduction chamber 122 is filled with cooling lubricating oil 551, which exchanges heat with the propulsion housing 12b to cool the propulsion reducer 55. The amount of cooling lubricating oil 551 should be neither too much nor too little. Too much oil will increase the operating resistance of the propulsion reducer 55, while too little oil will not provide adequate cooling. Generally, the reduction chamber 122 should be filled completely with cooling lubricating oil 551.

[0166] For example, the propulsion housing 12b is also provided with an oil cavity or oil chamber, which communicates with the reduction chamber 122. This allows the cooling lubricating oil 551 to be contained within the oil cavity or oil chamber when the temperature inside the reduction chamber 122 is too high, achieving automatic balancing of the reduction chamber 122. This solves the problem of thermal expansion and contraction of the cooling lubricating oil 551 due to temperature changes within the reduction chamber 122, and also allows the cooling lubricating oil 551 to serve as a transfer medium, providing both cooling and lubrication. This results in faster heat dissipation and more stable operation of the reducer 55. In an optional embodiment, such as... Figure 2 , Figure 3 and Figure 7 As shown, the motor cavity 121 is filled with cooling lubricating oil 551. The propulsion motor 52 exchanges heat with the propulsion housing 12b through the cooling lubricating oil 551. The motor cavity 121 is isolated from the third region 111c to prevent the liquid in the motor cavity 121 from entering the third region 111c. At the same time, the propulsion housing 12b can also be used to cool the propulsion motor 52.

[0167] For example, the motor cavity 121 and the reduction gear cavity 122 can be connected together, so that the cooling lubricating oil 551 can fill the motor cavity 121 and the reduction gear cavity 122. At the same time, one of the motor cavity 121 and the reduction gear cavity 122 can be connected to the oil cavity or oil chamber to solve the problem of thermal expansion and contraction of the cooling lubricating oil 551 due to temperature changes. Alternatively, the motor cavity 121 and the reduction gear cavity 122 can be isolated from each other, and the cooling lubricating oil 551 can be filled in the motor cavity 121 and the reduction gear cavity 122 respectively to cool the propulsion motor 52 and the propulsion reducer 55. This allows the propulsion motor 52 and the propulsion reducer 55 to transfer heat to the propulsion housing 12b through the cooling lubricating oil 551, and then conduct the heat to the water area through the propulsion housing 12b. This allows the water flow in the water area to generate heat exchange with the propulsion housing 12b, improving the heat dissipation effect of the propulsion motor 52 and the propulsion reducer 55.

[0168] like Figures 1 to 18As shown, according to a second aspect of this application, a water-based mobile device includes a water-based carrier 200 and the aforementioned thruster 100, wherein a frame 10 is connected to the water-based carrier 200. The water-based mobile device can be a vessel. The water-based carrier 200 is a hull. The thruster 100 is fixed to the stern plate of the water-based carrier 200 via a mounting bracket 60.

[0169] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0170] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0171] The foregoing disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described above. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0172] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

Claims

1. A propeller, characterized in that The utility model relates to a kind of underwater propeller, including: Rack, which is provided with a receiving cavity; Drive module, including drive control board and propulsion motor, the drive control board is electrically connected with propulsion motor, for controlling the propulsion motor provides propulsion force; Steering module, including steering control board and steering actuator, the steering control board is electrically connected with the steering actuator, for controlling the steering actuator provides the steering power that makes the propulsion motor steering; Lifting module, including lifting control board and lifting actuator, the lifting control board is electrically connected with lifting actuator, for controlling the lifting actuator provides the lifting power that makes the rack and the drive module connected in the rack lifting; Master control module, electrically connected with the drive module, steering module and lifting module, for receiving input instruction and controlling the drive module, steering module and lifting module work according to received instruction; Wherein, the drive control board, steering control board, lifting control board and master control module are all sealed in the same receiving cavity, the receiving cavity includes first area, second area and third area, the master control module is arranged in the first area, the lifting control board and the steering control board are arranged in the second area, the drive control board is arranged in the second area or the third area, the first area and the second area are located on water when the propeller works.

2. The propulsor of claim 1, wherein, The rack includes main body and underwater body connected with the main body, the propulsion motor is arranged in the part of the underwater body away from the main body, the propeller further includes the propeller shaft coupled with the propulsion motor arranged outside the underwater body, and the receiving cavity is formed at least in the main body.

3. The propulsor of claim 2, wherein, The main body has a nose away from the underwater body and a main body connected with the underwater body, and the first area is formed in the nose.

4. The propulsor of claim 3, wherein, The second area is formed in the main body.

5. The propulsor of claim 4, wherein, The drive control board is arranged in the second area and adjacent to the underwater body, and the receiving cavity forms a closed end at the second area adjacent to the underwater body.

6. The propulsor of claim 4, wherein, The third area is formed in the underwater body, the third area is communicated with the second area, the drive control board is arranged in the third area, and the receiving cavity forms a closed end at the third area away from the main body.

7. The propulsor of claim 1, wherein, The master control module includes master control communication interface and master control power interface, the master control power interface is used to connect with auxiliary battery outside the propeller, the master control communication interface is used to communicate with the steering control board, lifting control board and drive control board, to transmit operation data generated according to the input instruction.

8. The propulsor of claim 7, wherein, The steering control board includes steering communication interface, steering power interface and UVW steering interface, the first communication cable is connected between the steering communication interface and the master control communication interface, the steering power interface is connected to the conductive cable connected between the master control power interface and battery, and the UVW steering cable is connected between the UVW steering interface and the steering actuator.

9. The propulsor of claim 8, wherein, The turning module further comprises a turning angle sensor, and the turning control board is signal connected with the turning angle sensor, and is used for detecting the torque angle output by the turning actuator.

10. The propulsor of claim 8, wherein, The turning module further comprises a turning lock, and the turning control board is signal connected with the turning lock, and is used for making the turning actuator slow down or stop rotating.

11. The propulsor of claim 8, wherein, The turning module further comprises a turning temperature sampling circuit, and the turning temperature sampling circuit is arranged on the turning control board, and is used for acquiring the temperature of the turning actuator.

12. The propulsor of claim 8, wherein, The turning module further comprises a turning position acquisition circuit, and the turning position acquisition circuit is arranged on the turning control board, and is used for acquiring the rotating position of the turning actuator.

13. The propulsor of claim 7, wherein, The lifting control board comprises a lifting main control board and a lifting power board, the lifting power board is connected to the main control communication interface and the auxiliary battery through the lifting main control board, and the lifting actuator is connected with the lifting power board.

14. The propulsor of claim 13, wherein, The lifting main control board comprises a lifting controller and an isolation driving circuit, the isolation driving circuit is arranged between the lifting controller and the lifting power board, and the lifting controller is used for logically controlling the lifting actuator.

15. The propeller of claim 13, wherein, The lifting module comprises a lifting temperature sampling circuit, and the lifting temperature sampling circuit is arranged on the lifting main control board, and is used for acquiring the temperature of the lifting actuator.

16. The propeller of claim 13, wherein, The lifting module further comprises a lifting position sensor, the lifting controller is electrically connected with the lifting position sensor, and the lifting position sensor is used for detecting the lifting position of the lifting actuator driven by the lifting actuator, and sending the lifting position to the lifting controller.

17. The propulsor of claim 7, wherein, The driving control board comprises a driving main control board and a driving power board, the driving main control board is connected to the main control communication interface and the driving power board, is used for communicating with the driving main control board and controlling the driving power board to operate, and the driving power board is connected with an external power battery and outputs current to the propelling motor.

18. The propeller of claim 17, wherein, The driving module comprises a driving temperature sampling circuit, the driving temperature sampling circuit is arranged on the driving main control board, and the driving temperature sampling circuit is electrically connected with the driving power board and the propelling motor, and is used for collecting the temperature of the driving power board and the temperature of the propelling motor.

19. The propeller of claim 17, wherein, The driving module further comprises an aluminum substrate electrically connected with the driving power board, and the driving temperature acquisition circuit is further electrically connected with the aluminum substrate, and is used for collecting the temperature of the aluminum substrate.

20. The propulsor of claim 17, wherein, The driving module further comprises a driving position sensor, the driving main control board is electrically connected with the driving position sensor, and the driving position sensor is used for detecting the rotating position of the propelling motor.

21. The propulsor of claim 1, wherein, The drive control board is located on the part of the frame above water, the propeller further comprises a cooling system, the cooling system is arranged on the frame, one part is thermally coupled with the drive control board, and the other part is arranged on the underwater part of the frame to conduct heat of the drive control board to the water area through the frame.

22. The propulsor of claim 21, wherein, The cooling system is configured with circulating cooling liquid which is isolated from the accommodating cavity, the cooling liquid absorbs heat from the drive control board and releases heat to the external water area at the underwater part of the frame.

23. The propulsor of claim 21, wherein, The cooling system comprises a heat exchanger, a cooler for cooling heat source and a storage tank for storing cooling liquid, the heat exchanger is arranged on the part of the frame which can contact with the water area, the storage tank is fixed on the frame and is communicated with the heat exchanger through a flow channel, the cooler is located in the accommodating cavity and is communicated with the storage tank and the heat exchanger through the flow channel to form a closed loop circuit, the cooler is in contact with the drive control board to absorb heat of the drive control board.

24. The propulsor of claim 23, wherein, The cooling system comprises a pump body arranged in the closed loop circuit for driving the circulating flow of the cooling liquid in the closed loop circuit.

25. The propulsor of claim 23, wherein, The cooler is provided with a cooling mounting plate and a curved flow channel formed in the cooling mounting plate, the curved flow channel is communicated with the cooling liquid in the closed loop circuit, the drive control board is mounted on the surface of the cooling mounting plate and transmits heat to the cooling liquid in the curved flow channel through the cooling mounting plate.

26. The propulsor of claim 25, wherein, The drive control board comprises a first drive board and a second drive board, the first drive board and the second drive board are arranged on two opposite surfaces of the cooling mounting plate.

27. The propulsor of claim 26, wherein, The propeller motor comprises a first stator winding and a second stator winding, the first stator winding and the second stator winding are arranged side by side along the main shaft of the propeller motor, the first drive board is electrically connected with the first stator winding, and the second drive board is electrically connected with the second stator winding.

28. The propulsor of claim 1, wherein, The frame is provided with a mounting seat in the accommodating cavity, and the steering actuator, the steering control board and the lifting control board are fixed on the mounting seat.

29. The propulsor of claim 28, wherein, The propeller further comprises a mounting group frame for connecting a water area carrier, a steering shaft is arranged between the mounting group frame and the frame, one end of the steering shaft is located in the accommodating cavity to receive steering power of the steering actuator, a shaft sealing member is arranged between the steering shaft and the frame, and the mounting seat is located close to the steering shaft of the frame.

30. The propulsor of claim 29, wherein, The frame is provided with a deceleration support, the mounting seat is fixedly connected with the deceleration support, the steering module further comprises a deceleration module assembled on the deceleration support, the deceleration module is connected with the steering shaft, and the steering actuator is connected with the deceleration module to output steering torque to the steering shaft through the deceleration module.

31. The propulsor of claim 30, wherein, The deceleration module comprises a torque increasing gear set and a decelerator, the torque increasing gear set is assembled on the deceleration support and connected with the steering shaft, the decelerator is fixed on the deceleration support and connected with the torque increasing gear set, and the steering actuator is connected with the decelerator.

32. The propulsor of claim 3, wherein, The head is provided with a cover body, the periphery of the cover body is sealed with the main body of the machine, and the first area is formed on the inner side of the cover body.

33. The propulsor of claim 32, wherein, The head is also provided with an inner flange, the periphery of the cover body is provided with a lip that is sealed with the inner flange, the lip is located outside the first area, and is stacked with the inner flange in the opposite direction of the main body to the underwater body.

34. The propulsor of claim 32, wherein, The head is configured with an isolation plate fixed on the inner flange, the first area is formed between the isolation plate and the cover body, and the main control module is connected with the steering control plate, the lifting control plate and the drive control plate through the communication cable passing through the isolation plate.

35. The propulsor of claim 34, wherein, The isolation plate is also provided with a power line hole, the main control module and the steering control plate or the lifting control plate are connected with a conductive cable passing through the power line hole, the conductive cable is used for electrical connection with an external auxiliary battery through the steering control plate or the lifting control plate, and current is transmitted to the main control module.

36. The propulsor of claim 33, wherein, The head is also provided with an upper baffle on the side of the inner flange away from the first area, and the machine frame further includes a machine cover covering the upper baffle, and the machine cover is located on the side of the cover body away from the first area.

37. The propulsor of claim 36, wherein, The end of the upper baffle away from the inner flange is provided with an inner folding edge, and the edge of the machine cover is engaged with the inner folding edge to allow the inner folding edge to be located inside the machine cover.

38. The propulsor of claim 36, wherein, The edge of the upper baffle is provided with a threading hole, and the machine cover covers the threading hole, the threading hole is used for threading out the communication cable connected with the main control module, and the communication cable is used for connecting with an external control device.

39. The propulsor of claim 38, wherein, The cover body is provided with a communication line hole and a cable seal, the communication cable passes through the communication line hole and connects the main control module, and the cable seal is sealed between the communication cable and the cover body.

40. The propulsor of claim 4, wherein, The main body of the machine body is provided with a first wire hole and a first seal communicating with the second area, the thruster includes a first cable line passing through the first wire hole, the first cable line is used for connecting an external power battery, and transmitting direct current of a first voltage to the drive control plate, the drive control plate converts the direct current of the first voltage into alternating current and outputs to the propulsion motor, and the first seal seals the gap between the first wire hole and the first cable line.

41. The propulsor of claim 40, wherein, The main body of the machine body is also provided with a second wire hole and a second seal adjacent to the first wire hole and communicating with the second area, the thruster includes a second cable line matched with the second wire hole, the second cable line is used for connecting an external auxiliary battery, and transmitting direct current of a second voltage to the steering control plate, the lifting control plate and the main control module, the second seal seals the gap between the second wire hole and the second cable line, and the second voltage is less than the first voltage.

42. The propulsor of claim 4, wherein, The propeller further comprises a mounting frame for connecting with a water area carrier, the main body of the fuselage is connected with the mounting frame, the lifting actuator is arranged on the mounting frame and is used for driving the mounting frame to lift the main body of the fuselage, the main body of the fuselage is provided with a third wire hole and a third sealing element which are communicated with the second area, and a third wire cable is connected between the lifting actuator and the lifting control board, the third wire cable is arranged in the third wire hole and is sealed by the third sealing element.

43. The propulsor of claim 42, wherein, The mounting frame comprises a rotating support connected with the main fuselage and a clamping support used for being fixed on the water area carrier, the rotating support is rotationally connected with the clamping support, and the lifting actuator is connected between the rotating support and the clamping support and is used for driving the rotating support to rotationally lift relative to the clamping support.

44. The propulsor of claim 42, wherein, A turning shaft is arranged between the mounting frame and the main body of the fuselage, the main body of the fuselage turns relative to the mounting frame through the turning shaft, the turning shaft is a hollow shaft, the third wire hole is communicated with the inside of the turning shaft, and the third wire cable is arranged from the end of the main body of the fuselage connected with the turning shaft into the inside of the turning shaft and out of the turning shaft.

45. The propulsor of claim 42, wherein, A turning shaft is arranged between the mounting frame and the main body of the fuselage, the main body of the fuselage turns relative to the mounting frame through the turning shaft, the turning shaft is a hollow shaft, and the third wire hole is arranged on the main body of the fuselage close to the turning shaft.

46. The propulsor of claim 6, wherein, The underwater fuselage comprises a flow guide pipe and a propeller shell, the third area is formed in the flow guide pipe, the drive control board exchanges heat with the external water area through the flow guide pipe, and the propeller shell is provided with a motor cavity.

47. The propulsor of claim 46, wherein, The motor cavity is communicated with the third area, and the propeller motor is thermally coupled with the propeller shell.

48. The propulsor of claim 47, wherein, The propeller shell is further provided with a speed reduction cavity which is isolated from the motor cavity and the third area, the drive module further comprises a propeller speed reducer which is arranged in the speed reduction cavity and is connected with the propeller motor to reduce the rotation torque output by the propeller motor, the speed reduction cavity is filled with cooling lubricating oil, and the propeller speed reducer exchanges heat with the propeller shell through the cooling lubricating oil.

49. The propulsor of claim 46, wherein, The motor cavity is filled with cooling lubricating oil, the propeller motor exchanges heat with the propeller shell through the cooling lubricating oil, and the motor cavity is isolated from the third area.

50. An aquatic movable apparatus, characterized by: The water area carrier is connected with the mounting frame of the propeller.

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