A marine engine and a marine control system

Abstract

The application discloses a marine engine telegraph and a ship control system, and belongs to the technical field of ship control. The marine engine telegraph comprises a propulsion base body; a plurality of propulsion control mechanisms are adjustably arranged on the propulsion base body, each of the propulsion control mechanisms is connected with a ship propulsion main engine; a rotation base body is rotationally connected with the propulsion base body; a rotation control mechanism is arranged on the rotation base body and connected with the propulsion base body, and is used for controlling a ship rotation mechanism; and a disengaging mechanism comprises a first disengaging part and a second disengaging part, at least one of the propulsion control mechanisms is connected with the first disengaging part, at least one of the propulsion control mechanisms is connected with the second disengaging part, and the disengaging mechanism has a first state and a second state, in the first state, the first disengaging part is connected with the second disengaging part. The application is beneficial to integrating the individual control or synchronous control of a plurality of ship propulsion main engines and the control of the ship rotation function, improving the flexibility and convenience of ship control, and reducing the space occupation of a ship driving control room.

Description

Technical Field

[0001] This application belongs to the field of ship control technology, specifically relating to a ship engine telegraph and a ship control system. Background Technology

[0002] As a ship's propulsion control device, the engine telegraph is one of the most frequently operated pieces of equipment on the bridge. To achieve ship navigation and maneuverability, it is usually used in conjunction with the steering gear; the engine telegraph controls the ship's forward and backward movement, while the steering gear controls its steering. Engine telegraphs, steering gear, and other equipment all need to be housed in the bridge. Especially with the increasing number of main propulsion engines, the number and structural complexity of engine telegraphs and steering gear need to be further increased, further reducing the available space in the bridge for other necessary equipment. Summary of the Invention

[0003] Purpose of the invention: The embodiments of this application provide a marine engine telegraph to solve the above-mentioned technical problems; another purpose of this application is to provide a ship control system that applies the above-mentioned marine engine telegraph.

[0004] Technical solution: A marine telegraph according to an embodiment of this application includes:

[0005] Propulsion base;

[0006] Multiple propulsion control mechanisms are adjustablely mounted on the propulsion base, and each propulsion control mechanism controls and connects to a ship propulsion main engine.

[0007] A rotating base, wherein the propulsion base is rotatably connected to the rotating base;

[0008] A slewing control mechanism is provided on the slewing base, the slewing control mechanism is connected to the propulsion base, and the slewing control mechanism is used to control the ship's slewing mechanism;

[0009] The disengagement mechanism includes a first disengagement part and a second disengagement part. At least one of the propulsion control mechanisms is connected to the first disengagement part, and at least one of the propulsion control mechanisms is connected to the second disengagement part. The disengagement mechanism has a first state and a second state. In the first state, the first disengagement part is connected to the second disengagement part so that at least two of the propulsion control mechanisms can be adjusted synchronously.

[0010] In some embodiments, the propulsion control mechanism includes a propulsion shaft, a drive gear, and a first position sensor. The propulsion shaft is rotatably connected to the propulsion base, the drive gear is sleeved on the propulsion shaft, and the first position sensor is disposed on the propulsion base and meshes with the drive gear. The propulsion shaft includes multiple propulsion gears in its own rotation direction. In response to the rotation of the propulsion shaft and the drive gear, the first position sensor is configured to sense and output different gear control signals.

[0011] In some embodiments, the propulsion shafts of at least two propulsion control mechanisms are coaxially rotatably disposed on the propulsion base, and the two propulsion shafts are disposed on opposite sides of the propulsion base in a one-to-one correspondence.

[0012] The propulsion control mechanism further includes an adjustment handle connected to the propulsion shaft. The first disengagement part and the second disengagement part are respectively disposed between the two adjustment handles along the axial direction of the propulsion shaft.

[0013] In some embodiments, the propulsion control mechanism further includes a first limiting component, the first limiting component comprising:

[0014] The first limiting plate is fixedly sleeved on the propulsion shaft;

[0015] The first limiting member is disposed on the first limiting plate along the axial direction of the push shaft;

[0016] A first mounting component is disposed on the propulsion base. The first mounting component has a first limiting hole through which the first limiting component passes. The first limiting hole extends along the moving path of the first limiting component to limit the rotation angle of the first limiting component and the first limiting disk through the hole wall of the first limiting hole.

[0017] In some embodiments, the first disengagement portion includes a first connecting seat connected to the adjustment handle and a retractable plug-in disposed on the first connecting seat, and the second disengagement portion includes a second connecting seat connected to the adjustment handle, and the second connecting seat has a plug-in hole facing the plug-in. In the first state, the plug-in is plugged into the plug-in hole.

[0018] In some embodiments, the propulsion control mechanism further includes a first gear shifting component, which is disposed on the propulsion base and used to abut against the first limiting plate. In response to the rotation of the propulsion shaft, the first gear shifting component is configured to roll and rub against the first limiting plate when switching the propulsion gear.

[0019] And / or, the propulsion control mechanism further includes a first damping component disposed on the propulsion base and abutting against the first limiting disk, the first damping component being configured to slide against the first limiting disk in response to rotation of the propulsion shaft.

[0020] In some embodiments, the slewing control mechanism includes:

[0021] A rotary shaft passes through the propulsion base and the rotary base, and the rotary shaft is fixedly connected to the propulsion base and rotatably connected to the rotary base;

[0022] A second position sensor is disposed on the rotating base and connected to the rotating shaft. In response to the rotation of the rotating shaft, the second position sensor is configured to sense and output the rotation angle of the rotating shaft.

[0023] In some embodiments, the slewing control mechanism further includes a second limiting component, the second limiting component comprising:

[0024] The second limiting plate is fixedly sleeved on the rotary shaft;

[0025] The second limiting member is disposed on the second limiting plate along the axial direction of the rotation shaft;

[0026] The second mounting component is provided on the rotating base. The second mounting component has a second limiting hole for the second limiting component to pass through. The second limiting hole extends along the moving path of the second limiting component so as to limit the rotation angle of the second limiting component and the second limiting plate through the hole wall of the second limiting hole.

[0027] In some embodiments, the second position sensor is configured as a magnetic encoder, the second position sensor is arranged along the axial direction of the rotary shaft, and one end of the rotary shaft facing the second position sensor is provided with a magnetic body for sensing and engaging with the second position sensor.

[0028] In some embodiments, the slewing control mechanism further includes a second gear feel component, which is disposed on the slewing base and used to abut against the second limit plate. In response to the rotation of the slewing shaft, the second gear feel component is configured to roll and rub against the second limit plate when switching the rotation angle.

[0029] In some embodiments, the slewing control mechanism further includes a second damping component disposed on the slewing base and abutting against the second limiting disk. In response to the rotation of the slewing shaft, the second damping component is configured to slide against the second limiting disk.

[0030] Accordingly, the ship control system described in this application includes the aforementioned ship engine telegraph.

[0031] Beneficial Effects: A marine engine telegraph according to an embodiment of this application includes a propulsion base, multiple propulsion control mechanisms, a slewing base, a slewing control mechanism, and a disengagement mechanism. The propulsion control mechanisms are adjustablely mounted on the propulsion base, and each propulsion control mechanism controls and connects to a marine propulsion main engine. The propulsion base is rotatably connected to the slewing base. The slewing control mechanism is mounted on the slewing base, connected to the propulsion base, and used to control and connect to the marine slewing mechanism. The disengagement mechanism includes a first disengagement part and a second disengagement part. At least one propulsion control mechanism is connected to the first disengagement part, and at least one propulsion control mechanism is connected to the second disengagement part. The disengagement mechanism has a first state and a second state. In the first state, the first disengagement part is connected to the second disengagement part, so that at least two propulsion control mechanisms can be adjusted synchronously. By integrating multiple propulsion control mechanisms into the propulsion base, and then combining the slewing control mechanism with the propulsion base, a marine engine telegraph with the functions of controlling multiple ship propulsion main engines and controlling ship slewing is formed. On this basis, at least two propulsion control mechanisms are connected by a disengagement mechanism, which is conducive to flexibly controlling each propulsion main engine synchronously or independently as needed, improving the flexibility and convenience of ship control, and reducing the space occupied by the ship's bridge control room. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a cross-sectional structural schematic diagram of a marine telegraph according to an embodiment of this application;

[0034] Figure 2 This is a cross-sectional structural schematic diagram of the rotary control mechanism according to an embodiment of this application;

[0035] Figure 3 This is a structural schematic diagram of the embodiment of this application, viewed from the front of the driving gear side;

[0036] Figure 4 yes Figure 3 A sectional view along line AA.

[0037] Figure 5 This is a schematic diagram of the structure of the active gear and the first position sensor in an embodiment of this application;

[0038] Figure 6This is a schematic diagram of the structure of the first gear shifting component and the second gear shifting component according to an embodiment of this application;

[0039] Figure 7 This is a schematic diagram of the structure of the first damping component and the second damping component according to an embodiment of this application;

[0040] Reference numerals: 1. Propulsion base; 10. Adjustment handle; 11. First end cover; 12. Second end cover; 2. Propulsion control mechanism; 20. Propulsion shaft; 200. Propulsion bearing; 201. Propulsion shaft cover; 21. Drive gear; 22. First position sensor; 220. Driven gear; 23. First limiting assembly; 230. First limiting plate; 231. First limiting component; 232. First mounting component; 2320. First limiting hole; 24. First gear feel assembly; 240. First frame; 241. First roller; 25. First damping assembly; 250. Second frame; 251. First damping block; 3. Rotation base; 4. Rotation control mechanism; 40. Rotation shaft; 40 0. Rotary bearing; 401. Rotary shaft cover; 402. Wiring hole; 41. Second position sensor; 410. Magnetic body; 42. Rotary disk; 43. Second limiting assembly; 430. Second limiting plate; 431. Second limiting component; 432. Second mounting component; 4320. Second limiting hole; 44. Second gear feel assembly; 440. Third frame; 441. Second roller; 45. Second damping assembly; 450. Fourth frame; 451. Second damping block; 5. Disengagement mechanism; 50. First disengagement part; 500. First connecting seat; 501. Insertion part; 51. Second disengagement part; 510. Second connecting seat; 5100. Insertion hole; 6. Panel; 7. Control module. Detailed Implementation

[0041] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0042] In the description of this application, it should be understood that the terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and 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, and therefore should not be construed as a limitation 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" and "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, and "at least one" can mean one, two, or more, unless otherwise explicitly specified.

[0043] The engine telegraph, as a ship's propulsion control device, is one of the most frequently operated pieces of equipment on the bridge. To achieve navigation and maneuverability, it is usually used in conjunction with the steering gear; the engine telegraph controls the ship's forward and backward movement, while the steering gear controls its steering. Engine telegraphs, steering gear, and other equipment all need to be housed in the bridge. Especially with the increasing number of main propulsion engines, the number and structural complexity of engine telegraphs and steering gear need to be further increased, further reducing the available space in the bridge for other necessary equipment. This is particularly true for applications such as speedboats, small boats, and unmanned vessels, where multiple main propulsion engines are installed, making the space occupied by the control equipment in the bridge especially critical.

[0044] In view of this, refer to Figures 1 to 7 This application discloses a marine vehicle telegraph that can solve at least one of the above-mentioned defects.

[0045] Reference Figures 1 to 7 A marine engine clock includes a propulsion base 1, multiple propulsion control mechanisms 2, a slewing base 3, a slewing control mechanism 4, and a disengagement mechanism 5.

[0046] The propulsion control mechanism 2 is adjustablely mounted on the propulsion base 1, and each propulsion control mechanism 2 controls and connects to a ship's main propulsion engine. The propulsion base 1 is rotatably connected to a slewing base 3, and a slewing control mechanism 4 is mounted on the slewing base 3 and connected to the propulsion base 1. The slewing control mechanism 4 is used to control and connect to the ship's slewing mechanism. The disengagement mechanism 5 includes a first disengagement part 50 and a second disengagement part 51. At least one propulsion control mechanism 2 is connected to the first disengagement part 50, and at least one propulsion control mechanism 2 is connected to the second disengagement part 51. The disengagement mechanism 5 has a first state and a second state. In the first state, the first disengagement part 50 is connected to the second disengagement part 51 so that at least two propulsion control mechanisms 2 can be adjusted synchronously.

[0047] It should be noted that this embodiment takes the example of setting two propulsion control mechanisms 2 on the propulsion base 1, meaning that the corresponding ship has two one-to-one propulsion main engines. The two propulsion control mechanisms 2 are symmetrically arranged on opposite sides of the propulsion base 1 in the horizontal direction. One propulsion control mechanism 2 is connected to the first disengagement part 50, and the other propulsion control mechanism 2 is connected to the second disengagement part 51, so as to realize the synchronous adjustment and control of the two propulsion control mechanisms 2. It can be understood that in other embodiments, the number of propulsion control mechanisms 2 on the corresponding propulsion base 1 can be flexibly increased according to the number of ship propulsion main engines, which will not be elaborated here.

[0048] By integrating multiple propulsion control mechanisms 2 into the propulsion base 1, and then combining the slewing base 3 with the slewing control mechanism 4 with the propulsion base 1, a ship engine telegraph with the functions of controlling multiple ship propulsion main engines and controlling ship slewing is formed. On this basis, at least two propulsion control mechanisms 2 are connected by a disengagement mechanism 5, which is conducive to flexibly controlling each propulsion main engine synchronously or independently as needed, improving the flexibility and convenience of ship control, and reducing the space occupation of the ship's bridge control room.

[0049] In some embodiments, refer to Figures 1 to 5 The propulsion control mechanism 2 includes a propulsion shaft 20, a drive gear 21, and a first position sensor 22. The propulsion shaft 20 is rotatably connected to the propulsion base 1, the drive gear 21 is sleeved on the propulsion shaft 20, and the first position sensor 22 is located on the propulsion base 1 and meshes with the drive gear 21. The propulsion shaft 20 includes multiple propulsion positions in its own rotation direction. In response to the rotation of the propulsion shaft 20 and the drive gear 21, the first position sensor 22 is configured to sense and output different position control signals.

[0050] Reference Figure 5 In this embodiment, the first position sensor 22 has a driven gear 220 that meshes with the driving gear 21. The driving gear 21 can rotate synchronously with the rotation of the propulsion shaft 20. The first position sensor 22 senses the gear control signal corresponding to the rotation of the propulsion shaft 20 through the driven gear 220 rotating with the driving gear 21, thereby facilitating the output of the corresponding gear control signal. The sensing output principle of the first position sensor 22 is existing technology and will not be described in detail here.

[0051] In some embodiments, refer to Figure 1 The propulsion base 1 also has a first end cap 11 and a second end cap 12 corresponding to two propulsion control mechanisms 2. The first end cap 11 is connected to the propulsion base 1 to enclose the corresponding propulsion control mechanism 2 within the space enclosed by the first end cap 11 and the propulsion base 1. The second end cap 12 is connected to the propulsion base 1 to enclose the corresponding propulsion control mechanism 2 within the space enclosed by the second end cap 12 and the propulsion base 1.

[0052] Two propulsion shafts 20 are coaxially rotatably mounted on the propulsion base 1. The end of the propulsion shaft 20 corresponding to the first end cover 11 that is away from the propulsion base 1 is rotatably connected to the first end cover 11, and the end of the propulsion shaft 20 corresponding to the second end cover 12 that is away from the propulsion base 1 is rotatably connected to the second end cover 12.

[0053] The propulsion control mechanism 2 also includes adjustment handles 10. Two adjustment handles 10 are provided corresponding to the two propulsion shafts 20. The adjustment handle 10 corresponding to one propulsion shaft 20 and the first end cover 11 is rotatably connected to the first end cover 11 and rotates synchronously with the propulsion shaft 20. The adjustment handle 10 corresponding to the other propulsion shaft 20 and the second end cover 12 is rotatably connected to the second end cover 12 and rotates synchronously with the propulsion shaft 20. The two adjustment handles 10 extend upwards along the height direction of the propulsion base 1 to facilitate gripping and rotation by the operator. A first disengagement part 50 and a second disengagement part 51 are correspondingly located between the two adjustment handles 10 along the axial direction of the propulsion shaft 20.

[0054] Two propulsion control mechanisms 2 are arranged along the axial direction of the propulsion shaft 20 and are connected to the propulsion base 1 above the propulsion shaft 20 via a first disengagement part 50 and a second disengagement part 51. This helps to reduce the space occupied in the ship's bridge and facilitates the quick separation or docking of the first disengagement part 50 and the second disengagement part 51 by the operators, thereby improving the convenience of synchronous or independent operation of each ship's propulsion main engine.

[0055] In some embodiments, refer to Figure 1 , Figure 3 and Figure 4 The propulsion control mechanism 2 also includes a first limiting component 23, which includes a first limiting disc 230, a first limiting member 231, and a first mounting member 232. The first limiting disc 230 is fixedly sleeved on the propulsion shaft 20. The first limiting member 231 is disposed on the first limiting disc 230 along the axial direction of the propulsion shaft 20. The first mounting member 232 is disposed on the propulsion base 1 and is rotatably connected to the corresponding propulsion shaft 20 through a built-in propulsion bearing 200 and a propulsion shaft cover 201. The propulsion shaft cover 201 is used to press and fix the propulsion bearing 200. The first mounting member 232 has a first limiting hole 2320 for the first limiting member 231 to pass through. The first limiting hole 2320 extends along the movement path of the first limiting member 231 so as to limit the rotation angle of the first limiting member 231 and the first limiting disc 230 through the hole wall of the first limiting hole 2320.

[0056] The first limiting member 231, in conjunction with the first limiting hole 2320 on the first mounting member 232, facilitates rotational limiting for propulsion control, thereby improving the accuracy and stability of control operations. Furthermore, in some embodiments, refer to... Figure 3 and Figure 4The first limiting component 231 includes an adjustable adjusting screw that works in conjunction with the limiting screw. When the propulsion shaft 20 is rotated, the limiting screw moves within the first limiting hole 2320. When it reaches the limiting position, the adjusting screw can lift the limiting screw to achieve the effect of stopping the limiting screw. The zero-position stop origin can be adjusted by rotating the adjusting screw. The adjustment principle of the stop origin is existing technology and will not be described in detail here.

[0057] In some embodiments, refer to Figure 1 The first disengagement part 50 includes a first connecting seat 500 connected to the adjusting handle 10 and a retractable connector 501 disposed on the first connecting seat 500. The second disengagement part 51 includes a second connecting seat 510 connected to the adjusting handle 10, and the second connecting seat 510 has a connector hole 5100 facing the corresponding connector 501. In the first state, the connector 501 is inserted into the connector hole 5100. The connector 501 can be configured as a telescopic pin structure, etc. In the first state, after the connector 501 is inserted into the connector hole 5100, the insertion position can be fixed to maintain the connection between the first disengagement part 50 and the second disengagement part 51. The fixing method of the connector 501 can be a slot fixing, a buckle fixing, etc., which will not be described in detail here.

[0058] In some embodiments, refer to Figure 1 The first connecting seat 500 and the corresponding adjusting handle 10 can be integrally formed, which is conducive to quick assembly. Similarly, the second connecting seat 510 and the corresponding adjusting handle 10 can also be integrally formed, which will not be described in detail here.

[0059] In some embodiments, refer to Figure 1 and Figure 6 The propulsion control mechanism 2 also includes a first gear feel component 24, which is disposed on the propulsion base 1 and used to abut against the first limit plate 230. In response to the rotation of the propulsion shaft 20, the first gear feel component 24 is configured to roll and rub against the first limit plate 230 when switching propulsion gears.

[0060] Specifically, the first gear shift feel component 24 includes a first frame 240 and a first roller 241 rotatably mounted on the first frame 240. The corresponding first frame 240 is mounted on the corresponding first end cover 11 or second end cover 12. The first roller 241 is positioned facing the corresponding first limiting plate 230. A groove structure is preset on the first limiting plate 230. During the process of rotating the adjustment handle 10 and adjusting the shift gear, the first roller 241 can roll into the corresponding groove of the first limiting plate 230 at the corresponding shift gear, thereby obtaining the gear shift feel through rolling friction. By setting an adjustment screw on the shift base 1, the operator can adjust the rolling friction intensity between the first roller 241 and the first limiting plate 230 by rotating the adjustment screw, thereby adjusting the strength of the feedback gear shift feel.

[0061] In some embodiments, refer to Figure 1 and Figure 7 The propulsion control mechanism 2 also includes a first damping component 25, which is disposed on the propulsion base 1 and abuts against the first limiting disk 230. In response to the rotation of the propulsion shaft 20, the first damping component 25 is configured to slide against the first limiting disk 230.

[0062] The first damping assembly 25 includes a second frame 250 and a first damping block 251. The corresponding second frame 250 is mounted on the corresponding first end cap 11 or second end cap 12, and the first damping block 251 faces and fits against the corresponding first limiting plate 230. The first damping block 251 can be made of wear-resistant nylon material. During the process of rotating the adjusting handle 10 and adjusting the push position, the first damping block 251 rubs against the side of the first limiting plate 230, thereby obtaining a damping feel. By setting an adjusting screw on the push base 1, the operator can adjust the friction intensity between the first damping block 251 and the first limiting plate 230 by rotating the adjusting screw, thereby adjusting the strength of the feedback damping feel.

[0063] In some embodiments, refer to Figure 1 and Figure 2 The slewing control mechanism 4 includes a slewing shaft 40 and a second position sensor 41. The slewing shaft 40 passes through the propulsion base 1 and the slewing base 3, and is fixedly connected to the propulsion base 1 and rotatably connected to the slewing base 3. The second position sensor 41 is disposed on the slewing base 3 and is connected to the slewing shaft 40. In response to the rotation of the slewing shaft 40, the second position sensor 41 is configured to sense and output the rotation angle of the slewing shaft 40.

[0064] Reference Figure 1 A rotary disk 42 is also fitted around the outer periphery of the rotary shaft 40, and the rotary disk 42 is rotatably positioned between the rotary base 3 and the propulsion base 1. Rotation indicator marks can be provided on the rotary disk 42 for operator identification. Furthermore, a panel 6 is provided on the rotary base 3, and rotation scale lines can be correspondingly set on the panel 6 to indicate rotation parameters. In some embodiments, the panel 6 can also be equipped with a display screen, control buttons, indicator lights, and other components, which can be flexibly adjusted as needed to diversify the control functions on the panel 6.

[0065] It should be noted that the scale lines in this embodiment can be made of printed film, backlit light-emitting film, etc., which will not be described in detail here.

[0066] In some embodiments, refer to Figure 1 and Figure 2The second position sensor 41 is configured as a magnetic encoder and is arranged along the axial direction of the rotation shaft 40, that is, the second position sensor 41 is located at the base of the rotation shaft 40. Correspondingly, the end of the rotation shaft 40 facing the second position sensor 41 is provided with a magnetic body 410 for the second position sensor 41 to sense and engage. By using a magnetic encoder, the second position sensor 41 can sense the rotation data of the rotation shaft 40 even when separated from it, avoiding wear and interference caused by the rotation of the rotation shaft 40, thus ensuring the stability and accuracy of rotation sensing.

[0067] In addition, refer to Figure 1 The rotating base 3 is also equipped with a control module 7. In order to facilitate wiring and heat dissipation, the control module 7 can be set at the bottom of the rotating base 3. The control module 7 provides signal connection between the second position sensor 41 and the first position sensor 22 and outputs control signals. Its control principle is existing technology and will not be described in detail here.

[0068] In some embodiments, refer to Figure 1 The rotary shaft 40 is provided with a wiring hole 402 along its axial direction. The wires of the propulsion control mechanism 2 can extend through the wiring hole 402 to the control module 7, realizing the power supply and signal output of the propulsion control mechanism 2. This is beneficial for realizing diversified electronic control, etc. It is understood that in some embodiments, the propulsion shaft 20 can also be provided with a through hole for the wires to pass through, to realize power supply, such as when the gear display function is set on the adjustment handle 10, etc., which will not be described in detail here.

[0069] In some embodiments, refer to Figure 1 and Figure 2 The rotation control mechanism 4 also includes a second limiting component 43, which includes a second limiting disc 430, a second limiting member 431, and a second mounting member 432. The second limiting disc 430 is fixedly sleeved on the rotation shaft 40. The second limiting member 431 is disposed on the second limiting disc 430 along the axial direction of the rotation shaft 40; the second mounting member 432 is disposed on the rotation base 3 and is rotatably connected to the corresponding rotation shaft 40 through a built-in rotation bearing 400 and a rotation shaft cover 401. The rotation shaft cover 401 is used to press and fix the rotation bearing 400. Similar to the structure of the first limiting component 23, the second mounting member 432 also has a second limiting hole 4320 for the second limiting member 431 to pass through. The second limiting hole 4320 extends along the movement path of the second limiting member 431 so as to limit the rotation angle of the second limiting member 431 and the second limiting disc 430 through the hole wall of the second limiting hole 4320.

[0070] The second limiting member 431, in conjunction with the second limiting hole 4320 on the second mounting member 432, facilitates providing a rotation limit for rotation control, thereby improving the accuracy and stability of the control operation. Furthermore, in some embodiments, refer to... Figure 1 and Figure 2 The second limiting component 431 may also include an adjustable screw used in conjunction with the limiting screw. When the rotary shaft 40 is rotated, the limiting screw moves within the second limiting hole 4320. When it reaches the limiting position, the adjusting screw can lift the limiting screw to achieve the effect of stopping the limiting screw. The zero-position stop origin can be adjusted by rotating the adjusting screw. The adjustment principle of the stop origin is existing technology and will not be described in detail here.

[0071] In some embodiments, refer to Figure 1 , Figure 2 and Figure 6 The slewing control mechanism 4 also includes a second gear feel component 44, which is disposed on the slewing base 3 and used to abut against the second limit plate 430. In response to the rotation of the slewing shaft 40, the second gear feel component 44 is configured to roll and rub against the second limit plate 430 when switching rotation angles.

[0072] Specifically, the second gear shift feel component 44 includes a third frame 440 and a second roller 441 rotatably mounted on the third frame 440. The third frame 440 is mounted on the rotating base 3, and the second roller 441 is positioned facing the second limiting plate 430. A groove structure is preset on the second limiting plate 430. When the adjusting handle 10 is rotated and the rotating shaft 40 is rotated, the second roller 441 can roll into the corresponding groove of the second limiting plate 430 at the corresponding rotation angle, thereby obtaining the gear shift feel through rolling friction. By setting an adjusting screw on the rotating base 3, the operator can adjust the rolling friction intensity of the second roller 441 and the second limiting plate 430 by rotating the adjusting screw, thereby adjusting the strength of the gear shift feel.

[0073] In some embodiments, refer to Figure 1 , Figure 2 and Figure 7 The slewing control mechanism 4 also includes a second damping component 45, which is disposed on the slewing base 3 and abuts against the second limiting disk 430. In response to the rotation of the slewing shaft 40, the second damping component 45 is configured to slide against the second limiting disk 430.

[0074] The second damping assembly 45 includes a fourth frame 450 and a second damping block 451. The fourth frame 450 is mounted on the rotating base 3, and the second damping block 451 faces and fits against the second limiting plate 430. The second damping block 451 can be made of wear-resistant nylon material. During the rotation of the adjusting handle 10 and adjustment of the rotation angle, the second damping block 451 rubs against the side of the second limiting plate 430, thereby obtaining a damping feel. By setting an adjusting screw on the rotating base 3, the operator can adjust the friction intensity of the second damping block 451 and the second limiting plate 430 by rotating the adjusting screw, thereby adjusting the strength of the feedback damping feel.

[0075] Accordingly, a ship control system according to an embodiment of this application includes the aforementioned ship's telegraph. It is understood that this ship control system can possess all the technical features and effects of the aforementioned ship's telegraph, which will not be elaborated upon here.

[0076] The above provides a detailed description of a marine telegraph and ship control system provided in the embodiments of this application, and uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the technical solutions and core ideas of this application. Those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A marine engine telegraph, characterized in that, The utility model relates to a marine engine room telegraph, comprising: a propelling base (1); a plurality of propelling control mechanisms (2) are adjustably arranged on the propelling base (1), each of the propelling control mechanisms (2) is connected with a ship propelling host engine, the propelling control mechanism (2) comprises a propelling shaft (20) and a first limiting component (23), the propelling shaft (20) is rotatably connected with the propelling base (1), the first limiting component (23) comprises a first limiting disc (230), a first limiting piece (231) and a first mounting piece (232), the first limiting disc (230) is fixedly sleeved on the propelling shaft (20), the first limiting piece (231) is arranged on the first limiting disc (230) along the axial direction of the propelling shaft (20), the first mounting piece (232) is arranged on the propelling base (1), the first mounting piece (232) is provided with a first limiting hole (2320) for the first limiting piece (231) to pass through, the first limiting hole (2320) extends along the movement path of the first limiting piece (231), so as to limit the rotation angle of the first limiting piece (231) and the first limiting disc (230) through the hole wall of the first limiting hole (2320); a slewing base (3), the propelling base (1) is rotatably connected with the slewing base (3); a slewing control mechanism (4) is arranged on the slewing base (3), the slewing control mechanism (4) is connected with the propelling base (1), and the slewing control mechanism (4) is used for controlling a ship slewing mechanism; a disengaging mechanism (5) comprising a first disengaging part (50) and a second disengaging part (51), at least one of the propelling control mechanisms (2) is connected with the first disengaging part (50), at least one of the propelling control mechanisms (2) is connected with the second disengaging part (51), the disengaging mechanism (5) has a first state and a second state, in the first state, the first disengaging part (50) is connected with the second disengaging part (51), so that at least two of the propelling control mechanisms (2) can be synchronously adjusted.

2. The marine engine room telegraph according to claim 1, wherein: the propelling control mechanism (2) further comprises a driving gear (21) and a first position sensor (22), the driving gear (21) is sleeved on the propelling shaft (20), the first position sensor (22) is arranged on the propelling base (1) and engages with the driving gear (21), the propelling shaft (20) comprises a plurality of propelling gears in the rotation direction of the propelling shaft (20), and the first position sensor (22) is configured to sense and output different gear control signals in response to the rotation of the propelling shaft (20) and the driving gear (21).

3. The marine engine room telegraph according to claim 2, wherein: the propelling shafts (20) of at least two of the propelling control mechanisms (2) are coaxially rotatably arranged on the propelling base (1), and the two propelling shafts (20) are arranged on opposite sides of the propelling base (1) one by one. The propulsion control mechanism (2) further comprises an adjusting handle (10) connected to the propulsion shaft (20), and the first disengagement part (50) and the second disengagement part (51) are arranged one by one along the axial direction of the propulsion shaft (20) between the two adjusting handles (10).

4. The marine engine telegraph according to claim 3, characterized in that, The first disengagement part (50) comprises a first connecting seat (500) connected to the adjusting handle (10) and a plug-in piece (501) telescopically arranged in the first connecting seat (500), the second disengagement part (51) comprises a second connecting seat (510) connected to the adjusting handle (10), and the second connecting seat (510) is provided with a plug-in hole (5100) corresponding to the plug-in piece (501), and in the first state, the plug-in piece (501) is plugged into the plug-in hole (5100).

5. The marine engine telegraph according to claim 1, characterized in that, The propulsion control mechanism (2) further comprises a first gear feel assembly (24) arranged on the propulsion base body (1) and used for abutting against the first limit disc (230), and in response to the rotation of the propulsion shaft (20), the first gear feel assembly (24) is configured to be capable of rolling friction with the first limit disc (230) when the propulsion gear is switched; And / or, the propulsion control mechanism (2) further comprises a first damping assembly (25) arranged on the propulsion base body (1) and abutting against the first limit disc (230), and in response to the rotation of the propulsion shaft (20), the first damping assembly (25) is configured to be capable of sliding friction with the first limit disc (230).

6. The marine engine telegraph according to any one of claims 1 to 5, characterized in that, The rotation control mechanism (4) comprises: a rotation shaft (40) penetrating through the propulsion base body (1) and the rotation base body (3), and the rotation shaft (40) is fixedly connected to the propulsion base body (1) and rotationally connected to the rotation base body (3); a second position sensor (41) arranged on the rotation base body (3) and inductively connected to the rotation shaft (40), and in response to the rotation of the rotation shaft (40), the second position sensor (41) is configured to be capable of inductively sensing and outputting the rotation angle of the rotation shaft (40).

7. The marine engine telegraph according to claim 6, characterized in that, The rotation control mechanism (4) further comprises a second limit assembly (43), and the second limit assembly (43) comprises: a second limit disc (430) fixedly sleeved on the rotation shaft (40); a second limit piece (431) arranged on the second limit disc (430) along the axial direction of the rotation shaft (40); A second mounting member (432) is arranged on the rotating base (3), and the second mounting member (432) is provided with a second limiting hole (4320) through which the second limiting member (431) passes, the second limiting hole (4320) extends along the movement path of the second limiting member (431), so as to limit the rotation angle of the second limiting member (431) and the second limiting disc (430) through the hole wall of the second limiting hole (4320).

8. Marine clock according to claim 6, characterized in that The second position sensor (41) is arranged as a magnetic encoder, and the second position sensor (41) is arranged along the axial direction of the rotating shaft (40), and the end of the rotating shaft (40) facing the second position sensor (41) is provided with a magnetic body (410) for inductive cooperation with the second position sensor (41).

9. Marine clock according to claim 7, characterized in that The rotating control mechanism (4) further comprises a second gear feel assembly (44), the second gear feel assembly (44) is arranged on the rotating base (3) and is used for abutting the second limiting disc (430), and in response to the rotation of the rotating shaft (40), the second gear feel assembly (44) is configured to be able to roll and rub the second limiting disc (430) when switching the rotation angle.

10. Marine clock according to claim 7, characterized in that The rotating control mechanism (4) further comprises a second damping assembly (45), the second damping assembly (45) is arranged on the rotating base (3) and abuts the second limiting disc (430), and in response to the rotation of the rotating shaft (40), the second damping assembly (45) is configured to be able to slide and rub the second limiting disc (430).

11. A vessel control system, characterized by The marine clock according to any one of claims 1 to 10.

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