Anti-collision system of steering oar device

Abstract

The invention provides an anti-collision system of a steering oar device, and belongs to the technical field of ship propulsion. The anti-collision system comprises a propeller, a lifting assembly and a guiding assembly, the lifting assembly is used for being installed on a ship deck, and the lifting assembly is connected with the propeller; the guiding assembly comprises two guiding sliding plates and two guiding seats, the two guiding sliding plates are located on a fairing of the propeller and are horizontally symmetrical, the two guiding seats are used for being installed on a ship deck and are horizontally symmetrical, the guiding seats comprise guiding plates, the plate faces of the guiding plates of the two guiding seats are opposite, and the guiding plates are arranged on the guiding seats. In the direction from the sides, close to the ship deck, of the guide plates to the sides, away from the ship deck, of the guide plates, the distance between the plate faces of the two guide plates is gradually increased, and the propeller is located between the two guide plates. The problem that the propeller is prone to collision during recycling can be solved, and the propeller is prevented from being damaged.

Description

Technical Field

[0001] The present invention relates to the field of ship propulsion technology, and in particular to an anti-collision system for an omni-rotating rudder propeller device. Background Art

[0002] The azimuth propeller device is a multifunctional ship propulsion device that can be switched according to the different operational requirements of the ship. When the ship needs to dock or move laterally, the propeller can rise and retract into the hull to form a side thrust propulsion mode. When the ship is in a turning mode, the propeller can be lowered to the bottom of the hull to form a propeller propulsion mode.

[0003] In the related art, the full-rotation propeller device includes: a propeller, a lifting unit and a slewing drive unit. The lifting unit is used to control the propeller to rise or fall, so that the propeller enters the hull or goes down to the outside of the hull. The slewing drive unit is used to control the rotation of the propeller, thereby changing the thrust direction of the propeller and controlling the ship to turn.

[0004] When the propeller is raised and retracted into the hull, it needs to maintain a fixed rudder angle position. However, the rudder angle of the propeller often deviates under the action of water flow. When the rudder angle of the propeller deviates from the specified range and rises, the propeller will collide with the hull and even cause damage to the propeller. Summary of the invention

[0005] The disclosed embodiment provides an anti-collision system for an omni-rotating propeller device, which can improve the problem of easy collision when the propeller is recovered and prevent the propeller from being damaged. The technical solution is as follows:

[0006] An embodiment of the present disclosure provides an anti-collision system for an omni-rotating rudder propeller device, the anti-collision system comprising: a propeller, a lifting assembly and a guide assembly, the lifting assembly being used for installation on a ship deck, the lifting assembly being connected to the propeller; the guide assembly comprising: two guide slides and two guide seats, the two guide slides being located on a fairing of the propeller, and the two guide slides being horizontally symmetrical, the two guide seats being used for installation on a ship deck and being horizontally symmetrical, the guide seats comprising guide plates, the guide plates of the two guide seats being opposite to each other, the spacing between the two guide plates gradually increasing in a direction from a side of the guide plate close to the ship deck to a side away from the ship deck, and the propeller being located between the two guide plates.

[0007] In one implementation of the embodiment of the present disclosure, the guide seat also includes a plurality of support frames, which are arranged at intervals in the vertical direction, and the length of the support frames in the horizontal direction gradually decreases from the side of the guide plate close to the ship deck to the side away from the ship deck, and the plate surface of the guide plate is connected to the plurality of support frames.

[0008] In another implementation of the embodiment of the present disclosure, the lifting assembly includes: a lifting motor, a gear, a rack, a lifting frame, a first base and a second base; the first base and the second base are parallel and spaced apart, the two ends of the rack are respectively connected to the first base and the second base, the first base is used to be installed on the deck of a ship, the lifting frame is sleeved outside the rack, the lifting motor is located on the lifting frame, the output shaft of the lifting motor is transmission-connected to the gear, the gear is meshed with the rack, and the lifting frame is connected to the propeller.

[0009] In another implementation of the embodiment of the present disclosure, the anti-collision system also includes a detection component, which includes: a controller, a detection rod, a detection block and a plurality of detection switches, wherein the plurality of detection switches are arranged on the detection rod at intervals along the axial direction of the detection rod, the detection block is located on the lifting frame, and the detection block is used to be opposite to different detection switches during the lifting process of the lifting frame; the controller is electrically connected to the plurality of detection switches, respectively, and is electrically connected to the lifting motor, and the controller is configured to control the lifting motor to drive the gear at different speeds when obtaining position signals of different detection switches.

[0010] In another implementation of the embodiment of the present disclosure, the plurality of detection switches include: a first detection switch, a second detection switch, a third detection switch and a fourth detection switch, and the first detection switch, the second detection switch, the third detection switch and the fourth detection switch are arranged in sequence from the second base to the first base; the first detection switch is used to indicate that the propeller is in a lower propulsion position, the second detection switch is used to indicate that the propeller is in a position close to the hull, the third detection switch is used to indicate that the propeller is in a position entering the hull, and the fourth detection switch is used to indicate that the propeller is in an upper propulsion position; the controller is configured to control the rotation speed of the lifting motor to decrease to a first rotation speed when obtaining a position signal of the first detection switch; control the rotation speed of the lifting motor to decrease to a second rotation speed when obtaining a position signal of the second detection switch; control the rotation speed of the lifting motor to increase to the first rotation speed when obtaining a position signal of the third detection switch; and control the lifting motor to stop rotating when obtaining a position signal of the fourth detection switch.

[0011] In another implementation of the embodiment of the present disclosure, the anti-collision system also includes a slewing drive component, the slewing drive component has a first oil port and a second oil port connected to the oil tank; the slewing drive component includes: a slewing motor, a hydraulic brake and a brake release valve, the hydraulic brake has a brake cylinder for braking the slewing motor, when the piston rod of the brake cylinder is retracted, the hydraulic brake does not brake, and when the piston rod of the brake cylinder is extended, the hydraulic brake brakes; the brake release valve has a first oil inlet, a second oil inlet, a first oil outlet, and a second oil outlet, the first oil inlet of the brake release valve is connected to the first oil port, and the second oil inlet of the brake release valve is connected to The second oil port is connected, the first oil outlet of the brake release valve is in a blocked state, and the second oil outlet of the brake release valve is connected to the rod chamber of the brake cylinder; the brake release valve has a first state and a second state, when the brake release valve is in the first state, the first oil inlet of the brake release valve is unidirectionally connected to the first oil outlet of the brake release valve, and the second oil outlet of the brake release valve is unidirectionally connected to the second oil inlet of the brake release valve; when the brake release valve is in the second state, the first oil inlet of the brake release valve is unidirectionally connected to the second oil outlet of the brake release valve, and the first oil outlet of the brake release valve is unidirectionally connected to the second oil inlet of the brake release valve.

[0012] In another implementation of the embodiment of the present disclosure, the rotary drive assembly also includes a free-wheel switching valve, the free-wheel switching valve having a first oil inlet and a second oil inlet, the first oil inlet of the free-wheel switching valve being connected to the oil inlet of the rotary motor, and the second oil inlet of the free-wheel switching valve being connected to the oil outlet of the rotary motor; the free-wheel switching valve has a first state and a second state, when the free-wheel switching valve is in the first state, the first oil inlet and the second oil inlet of the free-wheel switching valve are connected; when the free-wheel switching valve is in the second state, the first oil inlet and the second oil inlet of the free-wheel switching valve are disconnected.

[0013] In another implementation of the embodiment of the present disclosure, the slewing drive assembly further includes: a slewing direction control valve, a first shuttle valve and a second shuttle valve; the slewing direction control valve has a first oil inlet, a second oil inlet, a first oil outlet and a second oil outlet, the first oil inlet of the slewing direction control valve is connected to the first oil outlet, the second oil inlet of the slewing direction control valve is connected to the second oil outlet, the first oil outlet of the slewing direction control valve is connected to the oil inlet of the slewing motor, and the second oil outlet of the slewing direction control valve is connected to the oil outlet of the slewing motor; the slewing direction control valve has a first state, a second state and a third state, and when the slewing direction control valve is in the first state, the second oil inlet of the slewing direction control valve is connected to the first oil outlet and the second oil outlet of the slewing direction control valve, respectively; When the rotating direction control valve is in the second state, the first oil inlet of the rotating direction control valve is unidirectionally connected to the first oil outlet, and the second oil outlet of the rotating direction control valve is unidirectionally connected to the second oil inlet; when the rotating direction control valve is in the third state, the first oil inlet of the rotating direction control valve is unidirectionally connected to the second oil outlet, and the first oil outlet of the rotating direction control valve is unidirectionally connected to the second oil inlet; the first oil inlet of the first shuttle valve is connected to the first oil outlet of the rotating direction control valve, the second oil inlet of the first shuttle valve is connected to the second oil outlet of the rotating direction control valve, the oil outlet of the first shuttle valve is connected to the first oil inlet of the second shuttle valve, the second oil inlet of the second shuttle valve is connected to the second oil outlet of the brake release valve, and the oil outlet of the second shuttle valve is connected to the rod chamber of the brake cylinder.

[0014] In another implementation of the embodiment of the present disclosure, the rotary drive assembly further includes a pressure relief valve, and the pressure relief valve is connected between the first oil outlet and the second oil outlet of the rotary direction control valve.

[0015] In another implementation of the embodiment of the present disclosure, the rotary drive assembly also includes a first balancing valve and a second balancing valve, the oil inlet of the first balancing valve is connected to the first oil outlet of the rotary direction control valve, the oil outlet of the first balancing valve is connected to the oil inlet of the rotary motor, and the hydraulic control port of the first balancing valve is connected to the second oil outlet of the rotary direction control valve; the oil inlet of the second balancing valve is connected to the second oil outlet of the rotary direction control valve, the oil outlet of the second balancing valve is connected to the oil outlet of the rotary motor, and the hydraulic control port of the second balancing valve is connected to the first oil outlet of the rotary direction control valve.

[0016] The beneficial effects brought by the technical solution provided by the embodiments of the present disclosure include at least:

[0017] In the anti-collision system of the full-rotation rudder propeller device provided by the embodiment of the present disclosure, two guide slides are arranged on the fairing of the propeller, and the two guide slides are horizontally symmetrical. At the same time, two guide seats are arranged on the ship deck, and the two guide seats are horizontally symmetrical. Among them, the board surfaces of the guide plates of the two guide seats are opposite. In addition, from the side of the guide plate close to the ship deck to the direction of the side away from the ship deck, the spacing between the board surfaces of the two guide plates gradually increases, that is, the two guide plates are inclined in the vertical direction, and the spacing between the two guide plates gradually increases from top to bottom. The propeller is located between the two guide plates, so when the propeller is recovered to the hull, if the propeller deviates from the specified range of rising rudder angle, the guide slide of the fairing will slide along the board surface of the guide plate, thereby correcting the deflection angle of the fairing, so that the fairing rotates to the specified range of rising rudder angle, avoiding the fairing collision with other parts of the hull during the recovery process, and improving the safety of the propeller. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 is a schematic diagram of an omni-rotation propeller device provided by an embodiment of the present disclosure;

[0020] Figure 2 is a structural schematic diagram of a propeller provided by an embodiment of the present disclosure;

[0021] Figure 3 is a schematic diagram of a guide assembly provided by an embodiment of the present disclosure;

[0022] Figure 4 is a schematic diagram of a lifting assembly provided by an embodiment of the present disclosure;

[0023] Figure 5 is a schematic diagram of a detection component provided by an embodiment of the present disclosure;

[0024] Figure 6 It is a hydraulic principle diagram of a rotary drive assembly provided in an embodiment of the present disclosure.

[0025] The descriptions of the marks in the figure are as follows:

[0026] 10. Thruster;

[0027] 20. Lifting assembly; 21. Lifting motor; 22. Gear; 23. Rack; 24. Lifting frame; 25. First base; 26. Second base;

[0028] 31. guide slide plate; 32. guide seat; 321. guide plate; 322. support frame;

[0029] 41. detection rod; 42. detection block; 431. first detection switch; 432. second detection switch; 433. third detection switch; 434. fourth detection switch;

[0030] 51, first oil port; 52, second oil port;

[0031] 61. Swing motor; 62. Hydraulic brake; 63. Brake release valve; 64. Free wheel switching valve; 65. Swing direction control valve;

[0032] 71. First shuttle valve;

[0033] 72. Second shuttle valve;

[0034] 81. Pressure relief valve;

[0035] 91. A first balancing valve; 92. A second balancing valve. DETAILED DESCRIPTION

[0036] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0037] Unless otherwise defined, the technical terms or scientific terms used herein shall have the usual meanings understood by persons with ordinary skills in the field to which the present disclosure belongs. The words "first", "second", "third" and similar words used in the patent application specification and claims of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, words such as "one" or "one" do not indicate a quantity limitation, but indicate the existence of at least one. Words such as "include" or "comprise" and similar words mean that the elements or objects appearing before "include" or "comprise" include the elements or objects listed after "include" or "comprise" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right", "top", "bottom" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0038] Figure 1 Schematic diagram of a fully rotating propeller device provided by an embodiment of the present disclosure. Figure 1As shown, the anti-collision system includes: a propeller 10 , a lifting assembly 20 and a guide assembly. The lifting assembly 20 is used to be installed on a ship deck, and the lifting assembly 20 is connected to the propeller 10 .

[0039] Figure 2 It is a schematic structural diagram of a propeller 10 provided in an embodiment of the present disclosure. Figure 3 Schematic diagram of a guide assembly provided by an embodiment of the present disclosure. Figure 2 , 3 As shown, the guide assembly includes: two guide slides 31 and two guide seats 32, the two guide slides 31 are located on the fairing of the propeller 10, and the two guide slides 31 are horizontally symmetrical, the two guide seats 32 are used to be installed on the ship deck and are horizontally symmetrical, the guide seats 32 include guide plates 321, the plate surfaces of the guide plates 321 of the two guide seats 32 are opposite, and the distance between the plate surfaces of the two guide plates 321 gradually increases from the side of the guide plate 321 close to the ship deck to the side away from the ship deck, and the propeller 10 is located between the two guide plates 321.

[0040] In the anti-collision system of the full-turn propeller device provided in the embodiment of the present disclosure, two guide slides 31 are arranged on the fairing of the propeller 10, and the two guide slides 31 are horizontally symmetrical. At the same time, two guide seats 32 are also arranged on the ship deck, and the two guide seats 32 are horizontally symmetrical. Among them, the plate surfaces of the guide plates 321 of the two guide seats 32 are opposite. Moreover, from the side of the guide plate 321 close to the ship deck to the side away from the ship deck, the distance between the plate surfaces of the two guide plates 321 gradually increases, that is, the two guide plates 321 are inclined in the vertical direction, and the distance between the two guide plates 321 gradually increases from top to bottom. The propeller 10 is located between the two guide plates 321. Therefore, when the propeller 10 is being recovered to the hull, if the propeller 10 deviates from the specified range of the rising rudder angle, the guide slide plate 31 of the fairing will slide along the surface of the guide plate 321, thereby correcting the deflection angle of the fairing and allowing the fairing to rotate to the specified range of the rising rudder angle, thereby preventing the fairing from colliding with other parts of the hull during the recovery process and improving the safety of the propeller 10.

[0041] Alternatively, if Figure 3 As shown, the guide seat 32 also includes a plurality of support frames 322, which are arranged at intervals in the vertical direction, and the length of the support frames 322 in the horizontal direction gradually decreases from the side of the guide plate 321 close to the ship deck to the side away from the ship deck, and the plate surface of the guide plate 321 is connected to the plurality of support frames 322.

[0042] By setting up multiple support frames 322 with decreasing lengths from top to bottom, an installation base is provided for the guide plate 321, so that the guide plate 321 can be tilted in the vertical direction after being installed on the multiple support frames 322, so that the two guide plates 321 are in a trumpet shape with a larger bottom and a smaller top, which is convenient for guiding the guide slide plate 31 to slide along the plate surface of the guide plate 321, thereby correcting the deflection angle of the fairing, so that the fairing rotates to the specified range of rising rudder angle.

[0043] Exemplarily, the support frame 322 and the guide plate 321 are fixed with fasteners such as bolts and nuts, so that the guide plate 321 can be quickly disassembled and replaced when it is worn.

[0044] Figure 4 Schematic diagram of a lifting assembly 20 provided in an embodiment of the present disclosure. Figure 4 As shown, the lifting assembly 20 includes: a lifting motor 21, a gear 22, a rack 23, a lifting frame 24, a first base 25 and a second base 26.

[0045] like Figure 4 As shown, the first base 25 and the second base 26 are spaced apart in parallel, the two ends of the rack 23 are respectively connected to the first base 25 and the second base 26, the first base 25 is used to be installed on the deck of the ship, the lifting frame 24 is sleeved outside the rack 23, the lifting motor 21 is located on the lifting frame 24, the output shaft of the lifting motor 21 is transmission-connected to the gear 22, the gear 22 is meshed with the rack 23, and the lifting frame 24 is connected to the propeller 10.

[0046] In the above implementation, when the propeller 10 needs to be controlled to be recovered into the hull, the lifting motor 21 is controlled to drive the gear 22 to rotate, and the gear 22 will rise along the rack 23, thereby driving the lifting motor 21 and the lifting frame 24 to rise along the rack 23. Since the lifting frame 24 is connected to the propeller 10, it can also drive the propeller 10 to rise along the rack 23 to complete the recovery of the propeller 10.

[0047] When it is necessary to control the propeller 10 to go down into the sea water, the lifting motor 21 is controlled to drive the gear 22 to rotate, and the gear 22 will descend along the rack 23, thereby driving the lifting motor 21 and the lifting frame 24 to descend along the rack 23. Since the lifting frame 24 is connected to the propeller 10, it can also drive the propeller 10 to descend along the rack 23, so that the propeller 10 falls into the sea water.

[0048] In some other implementations, the lifting assembly may include a lifting cylinder, the cylinder barrel of the lifting cylinder is located on the ship deck, and the telescopic rod of the lifting cylinder is connected to the propeller. The purpose of driving the propeller to lift can be achieved by controlling the movement of the lifting cylinder.

[0049] It should be noted that the specific lifting assembly to drive the thruster can be selected according to actual conditions, and the embodiments of the present disclosure do not limit this.

[0050] Figure 5 is a schematic diagram of a detection component provided by an embodiment of the present disclosure. Figure 5 As shown, the anti-collision system also includes a detection component, which includes: a controller, a detection rod 41, a detection block 42 and a plurality of detection switches, wherein the plurality of detection switches are arranged on the detection rod 41 at intervals along the axial direction of the detection rod 41, and the detection block 42 is located on the lifting frame 24, and the detection block 42 is used to be opposite to different detection switches during the process of lifting and lowering with the lifting frame 24.

[0051] Exemplarily, the detection rod 41 is connected to the first base 25 or the second base 26 .

[0052] like Figure 5 As shown, the controller is electrically connected to a plurality of detection switches respectively, and is electrically connected to the lifting motor 21. The controller is configured to control the lifting motor 21 to drive the gear 22 at different rotation speeds when position signals of different detection switches are obtained.

[0053] In the disclosed embodiment, the controller can obtain the position signal of the detection switch. When the detection block 42 is lifted to different positions along with the lifting frame 24 and is opposite to different detection switches, the different detection switches can detect the position signal, thereby determining the position to which the detection block 42 and the lifting frame 24 are moved. Therefore, when it is determined according to the position signal of the detection switch that the propeller 10 is close to the hull, the controller can control the lifting motor 21 to reduce the rotation speed, thereby slowing down the rising speed of the propeller 10, which can reduce the impact force generated when the propeller 10 contacts the guide plate 321, and prevent the propeller 10 from colliding and being damaged.

[0054] Exemplarily, the controller may be a programmable logic controller (PLC), which is a digital computing controller with a microprocessor for automated control, and can load control instructions into a memory at any time for storage and execution.

[0055] Optionally, the multiple detection switches include: a first detection switch 431, a second detection switch 432, a third detection switch 433 and a fourth detection switch 434. In the direction from the second base 26 to the first base 25, the first detection switch 431, the second detection switch 432, the third detection switch 433 and the fourth detection switch 434 are arranged in sequence.

[0056] The first detection switch 431 is used to indicate that the propeller 10 is in the lower propulsion position, the second detection switch 432 is used to indicate that the propeller 10 is in the approaching position to the hull, the third detection switch 433 is used to indicate that the propeller 10 is in the entering position to the hull, and the fourth detection switch 434 is used to indicate that the propeller 10 is in the upper propulsion position.

[0057] The controller is configured to, when obtaining the position signal of the first detection switch 431, control the speed of the lifting motor 21 to be reduced to the first speed; when obtaining the position signal of the second detection switch 432, control the speed of the lifting motor 21 to be reduced to the second speed; when obtaining the position signal of the third detection switch 433, control the speed of the lifting motor 21 to be increased to the first speed; when obtaining the position signal of the fourth detection switch 434, control the lifting motor 21 to stop rotating.

[0058] In the disclosed embodiment, four detection switches are provided on the detection rod 41. When the detection block 42 moves to be opposite to the first detection switch 431, the propeller 10 is in the lower propulsion position, and the distance between the propeller 10 and the hull is more than 1.5m. At this time, it is necessary to control the speed of the lifting motor 21 to be reduced to the first speed, thereby slowing down the rising speed of the propeller 10 and giving the detection switch enough response time to detect whether the detection block 42 is opposite to the detection switch, so as to ensure reliable lifting.

[0059] When the detection block 42 moves to the second detection switch 432, the propeller 10 is close to the hull, and the distance between the propeller 10 and the hull is within 1m. At this time, it is necessary to control the speed of the lifting motor 21 to further reduce to the second speed, so as to slow down again and slow down the moving speed of the propeller 10 to reduce the impact force generated when the propeller 10 contacts the guide plate 321.

[0060] When the detection block 42 moves to the third detection switch 433, the propeller 10 is in the position of entering the hull, and the propeller 10 has safely entered the hull. At this time, the speed of the lifting motor 21 can be controlled to increase to the first speed so that the propeller 10 can be quickly recovered.

[0061] When the detection block 42 moves to the fourth detection switch 434, the propeller 10 is in the upper propulsion position, and the propeller 10 has been returned to its original position. At this time, there is no need to drive the propeller 10 to move, so the lifting motor 21 needs to be controlled to stop working.

[0062] Figure 6 is a hydraulic principle diagram of a rotary drive assembly provided in an embodiment of the present disclosure. Figure 6 As shown, the anti-collision system further includes a swing drive assembly having a first oil port 51 and a second oil port 52 communicated with the oil tank.

[0063] like Figure 6As shown, the slewing drive assembly includes: a slewing motor 61, a hydraulic brake 62 and a brake release valve 63. The hydraulic brake 62 has a brake cylinder for braking the slewing motor 61. When the piston rod of the brake cylinder is retracted, the hydraulic brake 62 does not brake. When the piston rod of the brake cylinder is extended, the hydraulic brake 62 brakes.

[0064] like Figure 6 As shown, the brake release valve 63 has a first oil inlet A, a second oil inlet B, a first oil outlet C and a second oil outlet D. The first oil inlet A of the brake release valve 63 is connected to the first oil port 51, the second oil inlet B of the brake release valve 63 is connected to the second oil port 52, the first oil outlet C of the brake release valve 63 is in a blocked state, and the second oil outlet D of the brake release valve 63 is connected to the rod chamber of the brake cylinder.

[0065] like Figure 6 As shown, the brake release valve 63 has a first state and a second state. When the brake release valve 63 is in the first state, the first oil inlet A of the brake release valve 63 is unidirectionally connected to the first oil outlet C of the brake release valve 63, and the second oil outlet D of the brake release valve 63 is unidirectionally connected to the second oil inlet B of the brake release valve 63; when the brake release valve 63 is in the second state, the first oil inlet A of the brake release valve 63 is unidirectionally connected to the second oil outlet D of the brake release valve 63, and the first oil outlet C of the brake release valve 63 is unidirectionally connected to the second oil inlet B of the brake release valve 63.

[0066] In the disclosed embodiment, the brake release valve 63 may be a solenoid valve, which is electrically connected to a controller, and the controller may control the solenoid valve to switch to a first state or a second state.

[0067] When the brake release valve 63 is in the first state, the second oil outlet D of the brake release valve 63 is unidirectionally connected to the second oil inlet B of the brake release valve 63, that is, no oil enters the second oil outlet D of the brake release valve 63. At this time, the piston of the brake oil cylinder is pushed by the elastic force of the spring, so that the rod cavity of the brake oil cylinder is reduced, so that the piston rod of the brake oil cylinder is extended, and the hydraulic brake 62 brakes the swing motor 61. Since the swing motor 61 is a device for controlling the rotation of the propeller 10, the brake swing motor 61 can fix the propeller 10 at the corresponding rudder angle.

[0068] When the brake release valve 63 is in the second state, the first oil inlet A of the brake release valve 63 is unidirectionally connected to the second oil outlet D. At this time, hydraulic oil can be injected from the first oil port 51 of the slewing drive assembly to the first oil inlet A of the brake release valve 63, and the hydraulic oil enters the rod chamber of the brake oil cylinder. The piston of the brake oil cylinder overcomes the elastic force of the spring, so that the rod chamber of the brake oil cylinder becomes larger, and the piston rod of the brake oil cylinder is recovered. The hydraulic brake 62 does not brake the slewing motor 61, so that the slewing motor 61 and the propeller 10 can rotate freely.

[0069] Alternatively, if Figure 6 As shown, the rotary drive assembly also includes a freewheel switching valve 64, which has a first oil inlet A and a second oil inlet B. The first oil inlet A of the freewheel switching valve 64 is connected to the oil inlet of the rotary motor 61, and the second oil inlet B of the freewheel switching valve 64 is connected to the oil outlet of the rotary motor 61.

[0070] The free-wheel switching valve 64 has a first state and a second state. When the free-wheel switching valve 64 is in the first state, the first oil inlet A and the second oil inlet B of the free-wheel switching valve 64 are connected; when the free-wheel switching valve 64 is in the second state, the first oil inlet A and the second oil inlet B of the free-wheel switching valve 64 are disconnected.

[0071] In the disclosed embodiment, the free-wheel switching valve 64 may be a solenoid valve, which is electrically connected to a controller, and the controller may control the solenoid valve to switch to a first state or a second state.

[0072] When the freewheel switching valve 64 is in the first state, the first oil inlet A and the second oil inlet B of the freewheel switching valve 64 are connected, that is, the oil inlet and the oil outlet of the swing motor 61 are connected. At this time, the swing motor 61 is in a freewheel state. The freewheel switching valve 64 can be used in conjunction with the brake release valve 63. When the brake release valve 63 controls the swing motor 61 and the propeller 10 to rotate freely, the freewheel switching valve 64 simultaneously controls the oil inlet and the oil outlet of the swing motor 61 to be connected, so that the swing motor 61 is in a freewheel state, so that the swing motor 61 can rotate freely without restriction.

[0073] Alternatively, if Figure 6 As shown, the rotary drive assembly further includes: a rotary direction control valve 65 , a first shuttle valve 71 and a second shuttle valve 72 .

[0074] like Figure 6As shown, the rotary direction control valve 65 has a first oil inlet A, a second oil inlet B, a first oil outlet C and a second oil outlet D. The first oil inlet A of the rotary direction control valve is connected to the first oil port 51, the second oil inlet B of the rotary direction control valve is connected to the second oil port 52, the first oil outlet C of the rotary direction control valve is connected to the oil inlet of the rotary motor 61, and the second oil outlet D of the rotary direction control valve is connected to the oil outlet of the rotary motor 61.

[0075] The rotary direction control valve has a first state, a second state and a third state. When the rotary direction control valve is in the first state, the second oil inlet B of the rotary direction control valve is connected to the first oil outlet C and the second oil outlet D of the rotary direction control valve respectively; when the rotary direction control valve is in the second state, the first oil inlet A of the rotary direction control valve is connected to the first oil outlet C in one-way manner, and the second oil outlet D of the rotary direction control valve is connected to the second oil inlet B in one-way manner; when the rotary direction control valve is in the third state, the first oil inlet A of the rotary direction control valve is connected to the second oil outlet D in one-way manner, and the first oil outlet C of the rotary direction control valve is connected to the second oil inlet B in one-way manner.

[0076] like Figure 6 As shown, the first oil inlet A of the first shuttle valve 71 is connected to the first oil outlet C of the rotary direction control valve, the second oil inlet B of the first shuttle valve 71 is connected to the second oil outlet D of the rotary direction control valve, the oil outlet of the first shuttle valve 71 is connected to the first oil inlet A of the second shuttle valve 72, the second oil inlet B of the second shuttle valve 72 is connected to the second oil outlet D of the brake release valve 63, and the oil outlet of the second shuttle valve 72 is connected to the rod chamber of the brake cylinder.

[0077] In the above implementation, when the slewing direction control valve is in the first state, the first oil outlet C and the second oil outlet D of the slewing direction control valve are both connected to the second oil inlet B, that is, the pressures of the first oil outlet C and the second oil outlet D of the slewing direction control valve are the same. At this time, the pressures of the two oil inlets of the first shuttle valve 71 are the same, and no oil or less oil is injected from the oil outlet of the first shuttle valve 71 into the first oil inlet A of the second shuttle valve 72. At this time, the pressure of the first oil inlet A of the second shuttle valve 72 is relatively small. In this way, the oil in the rod chamber of the brake oil cylinder can flow back from the oil outlet of the second shuttle valve 72 to the second oil inlet B of the second shuttle valve 72, so that the rod chamber of the brake oil cylinder is reduced, the piston rod of the brake oil cylinder is extended, and the hydraulic brake 62 brakes the slewing motor 61; at the same time, since the pressures of the first oil outlet C and the second oil outlet D of the slewing direction control valve are the same, that is, the pressures of the oil inlet and the oil outlet of the slewing motor 61 are the same, the slewing motor 61 will not rotate, and the slewing motor 61 is locked.

[0078] When the rotary direction control valve is in the second state or the third state, the rotary direction control valve can control the oil to enter the oil inlet or oil outlet of the rotary motor 61 , thereby realizing the forward and reverse rotation of the rotary motor 61 .

[0079] Among them, when the swing direction control valve controls the swing motor 61 to rotate forward or reverse, there is a difference in pressure between the first oil inlet A and the second oil inlet B of the first shuttle valve 71. At this time, the oil outlet of the first shuttle valve 71 will inject oil into the first oil inlet A of the second shuttle valve 72, pushing the valve core in the second shuttle valve 72 to the right position to prevent the oil in the rod chamber of the brake cylinder from flowing back, that is, to avoid the rod chamber of the brake cylinder from shrinking, allowing the piston rod of the brake cylinder to extend, and braking the swing motor 61, to ensure that the swing motor 61 can rotate forward or reverse.

[0080] Alternatively, if Figure 6 As shown, the rotary drive assembly further includes a pressure relief valve 81 , which is connected between the first oil outlet C and the second oil outlet D of the rotary direction control valve 65 .

[0081] For example, Figure 6 As shown, the swing drive assembly includes two pressure relief valves 81 , and the two pressure relief valves 81 are both connected between the first oil outlet C and the second oil outlet D of the swing direction control valve 65 .

[0082] The oil inlet of one pressure relief valve 81 is connected to the first oil outlet C of the rotary direction control valve 65 , and the other pressure relief valve 81 is connected to the second oil outlet D of the rotary direction control valve 65 .

[0083] In this way, no matter the rotary motor 61 rotates forward or reversely, when the oil pressure in the oil circuit is too high, the pressure can be released through the pressure relief valve 81 to improve the reliability of the rotary drive assembly.

[0084] Alternatively, if Figure 6 As shown, the rotary drive assembly also includes a first balancing valve 91 and a second balancing valve 92. The oil inlet of the first balancing valve 91 is connected to the first oil outlet C of the rotary direction control valve 65, the oil outlet of the first balancing valve 91 is connected to the oil inlet of the rotary motor 61, and the hydraulic control port of the first balancing valve 91 is connected to the second oil outlet D of the rotary direction control valve 65.

[0085] like Figure 6 As shown, the first balancing valve 91 includes a one-way valve and a hydraulic control valve connected in parallel, the oil inlet of the one-way valve is connected to the oil outlet of the hydraulic control valve, and the oil outlet of the one-way valve is connected to the oil inlet of the hydraulic control valve. The oil inlet of the one-way valve is connected to the first oil outlet C of the rotary direction control valve, and the hydraulic control port of the hydraulic control valve is connected to the second oil outlet D of the rotary direction control valve. When the oil pressure at the hydraulic control port of the hydraulic control valve is greater than the threshold, the oil inlet of the hydraulic control valve is connected to the oil outlet in one direction.

[0086] like Figure 6 As shown, the oil inlet of the second balancing valve 92 is connected to the second oil outlet D of the rotary direction control valve 65, the oil outlet of the second balancing valve 92 is connected to the oil outlet of the rotary motor 61, and the hydraulic control port of the second balancing valve 92 is connected to the first oil outlet C of the rotary direction control valve 65.

[0087] like Figure 6 As shown, the second balancing valve 92 includes a one-way valve and a hydraulic control valve connected in parallel, the oil inlet of the one-way valve is connected to the oil outlet of the hydraulic control valve, and the oil outlet of the one-way valve is connected to the oil inlet of the hydraulic control valve. The oil inlet of the one-way valve is connected to the second oil outlet D of the rotary direction control valve, and the hydraulic control port of the hydraulic control valve is connected to the first oil outlet C of the rotary direction control valve. When the oil pressure at the hydraulic control port of the hydraulic control valve is greater than the threshold, the oil inlet of the hydraulic control valve is connected to the oil outlet in one direction.

[0088] In this way, when high-pressure oil is introduced into the first oil outlet C of the swing direction control valve, the swing motor 61 rotates forward. At this time, the oil pressure of the hydraulic control port of the second balancing valve 92 is greater than the threshold value, and the oil inlet and outlet of the hydraulic control valve of the second balancing valve 92 are unidirectionally connected, that is, the oil of the swing motor 61 can flow back from the second balancing valve 92 to the oil tank.

[0089] When high-pressure oil is introduced into the second oil outlet D of the swing direction control valve, the swing motor 61 reverses. At this time, the oil pressure of the hydraulic control port of the first balancing valve 91 is greater than the threshold value, and the oil inlet and outlet of the hydraulic control valve of the first balancing valve 91 are unidirectionally connected, that is, the oil of the swing motor 61 can flow back from the first balancing valve 91 to the oil tank.

[0090] The working process of the anti-collision system of the full-rotation propeller device provided by the embodiment of the present disclosure is as follows:

[0091] When the propeller 10 is being recovered into the hull, the oil inlet and the oil outlet of the rotary motor 61 are not supplied with high-pressure working oil, and the hydraulic brake 62 is in a locked state.

[0092] During the process of the propeller 10 rising, it may deviate from the specified rudder angle range under the influence of external water flow or when the control error of the slewing rudder angle is large. When the propeller 10 rises to a position close to the hull, the detection switch close to the hull position is triggered. The controller controls the lifting motor 21 to decelerate, and the oil inlet and outlet of the slewing motor 61 are connected. At the same time, the hydraulic brake 62 is in the unlocked state, and the slewing motor 61 can rotate freely under the action of external load, that is, it switches to a free wheel working state.

[0093] When the propeller 10 enters the hull, it is guided by the trumpet-shaped guide seat 32, so that the propeller 10 can rotate freely until it can normally rise and retract the rudder angle, ensuring that the rudder angle can continue to enter the hull.

[0094] After the propeller 10 completely enters the hull, the detection switch for entering the hull position is triggered. The lifting motor 21 returns to the normal rising speed under the control of the controller, and the hydraulic brake 62 is in a locked state, and the propeller 10 continues to rise and retracts into the interior of the hull.

[0095] After the brake device rises to the specified height, the detection switch of the upward thrust position is triggered, and the ascending action is stopped under the control of the controller.

[0096] The above does not limit the present disclosure in any form. Although the present disclosure has been disclosed as above through the embodiments, it is not used to limit the present disclosure. Any technician familiar with the profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present disclosure. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present disclosure without departing from the content of the technical solution of the present disclosure still falls within the scope of the technical solution of the present disclosure.

Claims

1. An anti-collision system for an omnidirectional propeller device, characterized in that: The anti-collision system comprises: a propeller (10), a lifting assembly (20) and a guide assembly, wherein the lifting assembly (20) is used to be installed on a ship deck, and the lifting assembly (20) is connected to the propeller (10); The guide assembly comprises: two guide slides (31) and two guide seats (32); the two guide slides (31) are located on the fairing of the propeller (10), and the two guide slides (31) are horizontally symmetrical; the two guide seats (32) are used to be installed on a ship deck and are horizontally symmetrical; the guide seats (32) comprise guide plates (321); the plate surfaces of the guide plates (321) of the two guide seats (32) are opposite; in a direction from a side of the guide plate (321) close to the ship deck to a side away from the ship deck, the distance between the plate surfaces of the two guide plates (321) gradually increases; and the propeller (10) is located between the two guide plates (321).

2. The collision avoidance system according to claim 1, characterized in that: The guide seat (32) further comprises a plurality of support frames (322), the plurality of support frames (322) being arranged at intervals in the vertical direction, and the length of the support frames (322) in the horizontal direction gradually decreases from the side of the guide plate (321) close to the ship deck to the side away from the ship deck, and the plate surface of the guide plate (321) is connected to the plurality of support frames (322).

3. The collision avoidance system according to claim 1, characterized in that: The lifting assembly (20) comprises: a lifting motor (21), a gear (22), a rack (23), a lifting frame (24), a first base (25) and a second base (26); The first base (25) and the second base (26) are spaced apart in parallel, two ends of the rack (23) are respectively connected to the first base (25) and the second base (26), the first base (25) is used to be installed on a ship deck, the lifting frame (24) is sleeved outside the rack (23), the lifting motor (21) is located on the lifting frame (24), the output shaft of the lifting motor (21) is transmission-connected to the gear (22), the gear (22) is meshed with the rack (23), and the lifting frame (24) is connected to the propeller (10).

4. The collision avoidance system according to claim 3, characterized in that: The anti-collision system further comprises a detection component, the detection component comprising: a controller, a detection rod (41), a detection block (42) and a plurality of detection switches, the plurality of detection switches being arranged on the detection rod (41) at intervals along the axial direction of the detection rod (41), the detection block (42) being located on the lifting frame (24), and the detection block (42) being used to be opposite to different detection switches during the process of being lifted and lowered along with the lifting frame (24); The controller is electrically connected to the plurality of detection switches respectively and to the lifting motor (21). When the controller obtains position signals from different detection switches, it is configured to control the lifting motor (21) to drive the gear (22) at different rotation speeds.

5. The collision avoidance system according to claim 4, characterized in that: The plurality of detection switches include: a first detection switch (431), a second detection switch (432), a third detection switch (433) and a fourth detection switch (434), wherein in a direction from the second base (26) to the first base (25), the first detection switch (431), the second detection switch (432), the third detection switch (433) and the fourth detection switch (434) are arranged in sequence; The first detection switch (431) is used to indicate that the propeller (10) is in a downward propulsion position, the second detection switch (432) is used to indicate that the propeller (10) is in a position close to the hull, the third detection switch (433) is used to indicate that the propeller (10) is in a position entering the hull, and the fourth detection switch (434) is used to indicate that the propeller (10) is in an upward propulsion position; The controller is configured to, when obtaining the position signal of the first detection switch (431), control the rotation speed of the lifting motor (21) to be reduced to a first rotation speed; when obtaining the position signal of the second detection switch (432), control the rotation speed of the lifting motor (21) to be reduced to a second rotation speed; when obtaining the position signal of the third detection switch (433), control the rotation speed of the lifting motor (21) to be increased to the first rotation speed; and when obtaining the position signal of the fourth detection switch (434), control the lifting motor (21) to stop rotating.

6. The collision avoidance system according to any one of claims 1 to 5, characterized in that: The anti-collision system further comprises a slewing drive assembly, wherein the slewing drive assembly comprises a first oil port (51) and a second oil port (52) connected to the oil tank; The slewing drive assembly comprises: a slewing motor (61), a hydraulic brake (62) and a brake release valve (63); the hydraulic brake (62) has a brake oil cylinder for braking the slewing motor (61); when the piston rod of the brake oil cylinder is retracted, the hydraulic brake (62) does not brake; when the piston rod of the brake oil cylinder is extended, the hydraulic brake (62) brakes; The brake release valve (63) has a first oil inlet, a second oil inlet, a first oil outlet and a second oil outlet. The first oil inlet of the brake release valve (63) is connected to the first oil port (51), the second oil inlet of the brake release valve (63) is connected to the second oil port (52), the first oil outlet of the brake release valve (63) is in a blocked state, and the second oil outlet of the brake release valve (63) is connected to the rod chamber of the brake oil cylinder; The brake release valve (63) has a first state and a second state. When the brake release valve (63) is in the first state, the first oil inlet of the brake release valve (63) is unidirectionally connected to the first oil outlet of the brake release valve (63), and the second oil outlet of the brake release valve (63) is unidirectionally connected to the second oil inlet of the brake release valve (63); when the brake release valve (63) is in the second state, the first oil inlet of the brake release valve (63) is unidirectionally connected to the second oil outlet of the brake release valve (63), and the first oil outlet of the brake release valve (63) is unidirectionally connected to the second oil inlet of the brake release valve (63).

7. The collision avoidance system according to claim 6, characterized in that: The slewing drive assembly further comprises a freewheel switching valve (64), the freewheel switching valve (64) having a first oil inlet and a second oil inlet, the first oil inlet of the freewheel switching valve (64) being in communication with the oil inlet of the slewing motor (61), and the second oil inlet of the freewheel switching valve (64) being in communication with the oil outlet of the slewing motor (61); The free-wheel switching valve (64) has a first state and a second state. When the free-wheel switching valve (64) is in the first state, the first oil inlet and the second oil inlet of the free-wheel switching valve (64) are connected; when the free-wheel switching valve (64) is in the second state, the first oil inlet and the second oil inlet of the free-wheel switching valve (64) are disconnected.

8. The collision avoidance system according to claim 6, characterized in that: The rotary drive assembly further comprises: a rotary direction control valve (65), a first shuttle valve (71) and a second shuttle valve (72); The rotary direction control valve (65) has a first oil inlet, a second oil inlet, a first oil outlet and a second oil outlet. The first oil inlet of the rotary direction control valve (65) is in communication with the first oil outlet (51), the second oil inlet of the rotary direction control valve (65) is in communication with the second oil outlet (52), the first oil outlet of the rotary direction control valve (65) is in communication with the oil inlet of the rotary motor (61), and the second oil outlet of the rotary direction control valve (65) is in communication with the oil outlet of the rotary motor (61); The rotary direction control valve (65) has a first state, a second state and a third state. When the rotary direction control valve (65) is in the first state, the second oil inlet of the rotary direction control valve (65) is connected to the first oil outlet and the second oil outlet of the rotary direction control valve (65) respectively; when the rotary direction control valve (65) is in the second state, the first oil inlet of the rotary direction control valve (65) is connected to the first oil outlet in one-way communication, and the second oil outlet of the rotary direction control valve (65) is connected to the second oil inlet in one-way communication; when the rotary direction control valve (65) is in the third state, the first oil inlet of the rotary direction control valve (65) is connected to the second oil outlet in one-way communication, and the first oil outlet of the rotary direction control valve (65) is connected to the second oil inlet in one-way communication; The first oil inlet of the first shuttle valve (71) is connected to the first oil outlet of the rotary direction control valve (65), the second oil inlet of the first shuttle valve (71) is connected to the second oil outlet of the rotary direction control valve (65), the oil outlet of the first shuttle valve (71) is connected to the first oil inlet of the second shuttle valve (72), the second oil inlet of the second shuttle valve (72) is connected to the second oil outlet of the brake release valve (63), and the oil outlet of the second shuttle valve (72) is connected to the rod chamber of the brake cylinder.

9. The collision avoidance system according to claim 8, characterized in that: The rotary drive assembly further comprises a pressure relief valve (81), wherein the pressure relief valve (81) is connected between a first oil outlet and a second oil outlet of the rotary direction control valve (65).

10. The collision avoidance system according to claim 8, characterized in that: The slewing drive assembly further comprises a first balancing valve (91) and a second balancing valve (92), wherein an oil inlet of the first balancing valve (91) is communicated with a first oil outlet of the slewing direction control valve (65), an oil outlet of the first balancing valve (91) is communicated with an oil inlet of the slewing motor (61), and a hydraulic control port of the first balancing valve (91) is communicated with a second oil outlet of the slewing direction control valve (65); The oil inlet of the second balancing valve (92) is connected to the second oil outlet of the rotary direction control valve (65), the oil outlet of the second balancing valve (92) is connected to the oil outlet of the rotary motor (61), and the hydraulic control port of the second balancing valve (92) is connected to the first oil outlet of the rotary direction control valve (65).

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