Collision avoidance system for a full azimuth propeller device

Abstract

The present disclosure provides a kind of anti-collision system of full-revolving rudder propeller device, belong to ship propulsion technical field.The anti-collision system includes: propeller, lifting assembly and guide component, lifting assembly is used to be installed on ship deck, lifting assembly is connected with propeller;Guide component includes: two guide slides and two guide seats, two guide slides are located on the fairing of propeller, and two guide slides are horizontally symmetrical, two guide seats are used to be installed on ship deck and are horizontally symmetrical, guide seat includes guide plate, the plate surface of the guide plate of two guide seats is opposite, from the side of guide plate close to ship deck to the side of guide plate away from ship deck, the spacing between the plate surface of two guide plates gradually increases, propeller is located between two guide plates.The present disclosure can improve the problem that propeller is easily collided when being recycled, and prevent propeller from being damaged.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of ship propulsion technology, in particular to a collision prevention system of a full-rotation rudder propeller device. BACKGROUND

[0002] The full-rotation rudder propeller device is a multifunctional ship propulsion equipment, which can be switched according to different operation requirements of the ship. When the ship needs to dock or move laterally, the rudder propeller can be raised and retracted into the ship body to form a side thrust propulsion mode. When the ship is in a turning mode, the rudder propeller can be lowered to the bottom of the ship body to form a rudder propeller propulsion mode.

[0003] In the related art, the full-rotation rudder propeller device includes a propeller, a lifting unit, and a rotation driving unit. The lifting unit is used to control the propeller to rise or fall so that the propeller enters the ship body or falls outside the ship body. The rotation driving 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] During the process of the propeller being raised and retracted into the ship body, it needs to be kept at a fixed rudder angle position. However, the propeller often deviates from the rudder angle 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 ship body, and even cause damage to the propeller. SUMMARY

[0005] The present disclosure provides a collision prevention system of a full-rotation rudder propeller device, which can improve the problem that the propeller is easily collided during retraction and prevent the propeller from being damaged. The technical solution is as follows:

[0006] The present disclosure provides a collision prevention system of a full-rotation rudder propeller device, which includes a propeller, a lifting assembly, and a guide assembly. The lifting assembly is used to be installed on the deck of a ship, and the lifting assembly is connected with the propeller. The guide assembly includes two guide slides and two guide seats. The two guide slides are located on the fairing of the propeller and are horizontally symmetrical. The two guide seats are used to be installed on the deck of the ship and are horizontally symmetrical. The guide seat includes a guide plate. The plate surfaces of the guide plates of the two guide seats are opposite. From the side of the guide plate close to the deck of the ship to the side away from the deck of the ship, the distance between the plate surfaces of the two guide plates gradually increases. The propeller is located between the two guide plates.

[0007] In an implementation manner of the present disclosure, the guide seat further includes a plurality of support frames. The support frames are arranged in a vertical direction and the length of the support frames in a horizontal direction gradually decreases from the side of the guide plate close to the deck of the ship to the side away from the deck of the ship. The plate surface of the guide plate is connected with the support frames.

[0008] In another implementation manner of the embodiment of the present disclosure, the lifting assembly comprises 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, two ends of the rack are connected to the first base and the second base respectively, the first base is used for being mounted on a ship deck, the lifting frame is sleeved outside the rack, the lifting motor is located on the lifting frame, an output shaft of the lifting motor is in transmission connection with the gear, the gear is in engagement with the rack, and the lifting frame is connected with the propeller.

[0009] In another implementation manner of the embodiment of the present disclosure, the anti-collision system further comprises a detection assembly, the detection assembly comprises a controller, a detection rod, a detection block and a plurality of detection switches, the plurality of detection switches are arranged on the detection rod in an axial direction and are spaced apart, the detection block is located on the lifting frame, and the detection block is used for being opposite to different detection switches in the process of lifting with the lifting frame; the controller is electrically connected with the plurality of detection switches respectively and is electrically connected with the lifting motor, and the controller is configured to control the lifting motor to drive the gear at different rotating speeds when the position signals of different detection switches are acquired.

[0010] In another implementation manner of the embodiment of the present disclosure, the plurality of detection switches comprise 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 for indicating that the propeller is in a lower propelling position, the second detection switch is used for indicating that the propeller is in a position close to a ship body, the third detection switch is used for indicating that the propeller is in an entering ship body position, and the fourth detection switch is used for indicating that the propeller is in an upper propelling position; the controller is configured to control the rotating speed of the lifting motor to decrease to a first rotating speed when the position signal of the first detection switch is acquired, control the rotating speed of the lifting motor to decrease to a second rotating speed when the position signal of the second detection switch is acquired, control the rotating speed of the lifting motor to increase to the first rotating speed when the position signal of the third detection switch is acquired, and control the lifting motor to stop rotating when the position signal of the fourth detection switch is acquired.

[0011] In another implementation manner of the embodiment of the present disclosure, the anti-collision system further comprises a slewing driving assembly, the slewing driving assembly has a first oil port and a second oil port in communication with the oil tank; the slewing driving assembly comprises a slewing motor, a hydraulic brake and a brake release valve, the hydraulic brake has a brake oil cylinder for braking the slewing motor, when the piston rod of the brake oil cylinder is retracted, the hydraulic brake is not braked, when the piston rod of the brake oil cylinder is extended, the hydraulic brake is braked; 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 in communication with the first oil port, the second oil inlet of the brake release valve is in communication with the second oil port, the first oil outlet of the brake release valve is in a blocking state, and the second oil outlet of the brake release valve is in communication with the rod cavity of the brake oil 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 to the first oil outlet of the brake release valve is unidirectionally conducted, and the second oil outlet of the brake release valve to the second oil inlet of the brake release valve is unidirectionally conducted; when the brake release valve is in the second state, the first oil inlet of the brake release valve to the second oil outlet of the brake release valve is unidirectionally conducted, and the first oil outlet of the brake release valve to the second oil inlet of the brake release valve is unidirectionally conducted.

[0012] In another implementation manner of the embodiment of the present disclosure, the slewing driving assembly further comprises a freewheel switching valve, the freewheel switching valve has a first oil inlet and a second oil inlet, the first oil inlet of the freewheel switching valve is in communication with the oil inlet of the slewing motor, and the second oil inlet of the freewheel switching valve is in communication with the oil outlet of the slewing motor; the freewheel switching valve has a first state and a second state, when the freewheel switching valve is in the first state, the first oil inlet and the second oil inlet of the freewheel switching valve are in communication; when the freewheel switching valve is in the second state, the first oil inlet and the second oil inlet of the freewheel switching valve are disconnected.

[0013] In another implementation manner of the embodiment of the present disclosure, the rotary drive assembly further comprises a rotary direction control valve, a first shuttle valve and a second shuttle valve; the rotary 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 rotary direction control valve is communicated with the first oil port, the second oil inlet of the rotary direction control valve is communicated with the second oil port, the first oil outlet of the rotary direction control valve is communicated with the oil inlet of the rotary motor, and the second oil outlet of the rotary direction control valve is communicated with the oil outlet of the rotary motor; 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 of the rotary direction control valve is communicated with the first oil outlet and the second oil outlet of the rotary direction control valve respectively; when the rotary direction control valve is in the second state, the first oil inlet to the first oil outlet of the rotary direction control valve is unidirectionally communicated, and the second oil outlet to the second oil inlet of the rotary direction control valve is unidirectionally communicated; when the rotary direction control valve is in the third state, the first oil inlet to the second oil outlet of the rotary direction control valve is unidirectionally communicated, and the first oil outlet to the second oil inlet of the rotary direction control valve is unidirectionally communicated; the first oil inlet of the first shuttle valve is communicated with the first oil outlet of the rotary direction control valve, the second oil inlet of the first shuttle valve is communicated with the second oil outlet of the rotary direction control valve, the oil outlet of the first shuttle valve is communicated with the first oil inlet of the second shuttle valve, the second oil inlet of the second shuttle valve is communicated with the second oil outlet of the brake release valve, and the oil outlet of the second shuttle valve is communicated with the rod cavity of the brake cylinder.

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

[0015] In another implementation manner of the embodiment of the present disclosure, the rotary drive assembly further comprises a first balance valve and a second balance valve, the oil inlet of the first balance valve is communicated with the first oil outlet of the rotary direction control valve, the oil outlet of the first balance valve is communicated with the oil inlet of the rotary motor, and the hydraulic control port of the first balance valve is communicated with the second oil outlet of the rotary direction control valve; the oil inlet of the second balance valve is communicated with the second oil outlet of the rotary direction control valve, the oil outlet of the second balance valve is communicated with the oil outlet of the rotary motor, and the hydraulic control port of the second balance valve is communicated with the first oil outlet of the rotary direction control valve.

[0016] The technical scheme provided by the embodiment of the present disclosure has at least the following beneficial effects:

[0017] The anti-collision system of the full-rotation rudder propeller device provided by the embodiments of the present disclosure comprises two guide sliding plates arranged on the guide cone of the propeller, and the two guide sliding plates are horizontally symmetrical. Meanwhile, two guide seats are arranged on the deck of the ship, and the two guide seats are horizontally symmetrical. The guide plates of the two guide seats are opposite to each other. In addition, the distance between the guide plates gradually increases from the side close to the deck of the ship to the side far away from the deck of the ship, that is, the two guide plates are arranged in an inclined manner in the vertical direction, and the distance between the two guide plates gradually increases from top to bottom. The propeller is located between the two guide plates, so that if the propeller deviates from the specified range and the rudder angle increases during the recovery of the propeller to the ship body, the guide sliding plate of the guide cone will slide along the guide plate, so as to correct the deflection angle of the guide cone, so that the guide cone is rotated to the specified range of the rudder angle, and the collision between the guide cone and other components of the ship body during the recovery process is avoided, and the safety of the propeller is improved. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1 is a schematic diagram of a full-rotation rudder propeller device provided by the embodiments of the present disclosure;

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

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

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

[0023] Figure 5 is a schematic diagram of a detection assembly provided by the embodiments of the present disclosure;

[0024] Figure 6 is a hydraulic principle diagram of a rotation driving assembly provided by the embodiments of the present disclosure.

[0025] The following describes the various signs in the drawings:

[0026] 10, propeller;

[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. Rotary motor; 62. Hydraulic brake; 63. Brake release valve; 64. Free wheel switching valve; 65. Rotation direction control valve;

[0032] 71. First shuttle valve;

[0033] 72. Second shuttle valve;

[0034] 81. Pressure relief valve;

[0035] 91. First balancing valve; 92. Second balancing valve. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0037] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” “top,” and “bottom,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described objects changes.

[0038] Figure 1 This is a schematic diagram of a fully azimuth propeller device provided in an embodiment of this disclosure. Figure 1As shown, the anti-collision system comprises a propeller 10, a lifting assembly 20 and a guide assembly, the lifting assembly 20 is used to be installed on the deck of the ship, and the lifting assembly 20 is connected with the propeller 10.

[0039] Figure 2 is a structural schematic diagram of a propeller 10 provided by an embodiment of the present disclosure. Figure 3 is a schematic diagram of a guide assembly provided by an embodiment of the present disclosure. As shown in Figure 2 , 3 shown, 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 the deck of the ship and are horizontally symmetrical, the guide seat 32 comprises a guide plate 321, the plate surfaces of the guide plates 321 of the two guide seats 32 are opposite, and the interval between the plate surfaces of the two guide plates 321 gradually increases from the side of the guide plate 321 close to the deck of the ship to the side far away from the deck of the ship, and the propeller 10 is located between the two guide plates 321.

[0040] In the anti-collision system of the full-rotation rudder propeller device provided by 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. Meanwhile, two guide seats 32 are arranged on the deck of the ship, 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. And the interval between the plate surfaces of the two guide plates 321 gradually increases from the side of the guide plate 321 close to the deck of the ship to the side far away from the deck of the ship, that is, the two guide plates 321 are arranged obliquely in the vertical direction, and the interval between the two guide plates 321 gradually increases from top to bottom. The propeller 10 is located between the two guide plates 321, so that if the propeller 10 deviates from the specified range of the rudder angle during the process of being retracted into the ship body, the guide slides 31 of the fairing will slide along the plate surface of the guide plate 321, so as to correct the deflection angle of the fairing, so that the fairing is rotated to the specified range of the rudder angle, and the collision between the fairing and other parts of the ship body during the retraction process is avoided, and the safety of the propeller 10 is improved.

[0041] Optionally, as shown in Figure 3 , the guide seat 32 further comprises a plurality of support frames 322, the plurality of support frames 322 are arranged in the vertical direction and spaced apart, and the length of the support frame 322 in the horizontal direction gradually decreases from the side of the guide plate 321 close to the deck of the ship to the side far away from the deck of the ship, and the plate surface of the guide plate 321 is connected with the plurality of support frames 322.

[0042] By setting multiple support frames 322 with lengths decreasing from top to bottom, a mounting base is provided for the guide plates 321, so that the guide plates 321 can be installed on the multiple support frames 322 and then be inclined to the vertical direction, making the two guide plates 321 present a horn shape with the lower part larger than the upper part, facilitating the guide and orientation of the sliding plate 31 along the surface of the guide plates 321, thereby correcting the deflection angle of the fairing and making the fairing rotate to a specified range of rudder angle.

[0043] Exemplarily, the support frames 322 and the guide plates 321 are fixed by fasteners such as bolts and nuts. In this way, the guide plates 321 can be quickly disassembled and replaced when they are worn out.

[0044] Figure 4 is a schematic view of a lifting assembly 20 provided by the embodiment of the present disclosure. As shown in Figure 4 , 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.

[0045] As shown in Figure 4 , the first base 25 and the second base 26 are parallel and spaced apart, and the two ends of the rack 23 are connected to the first base 25 and the second base 26 respectively. The first base 25 is used for mounting on the deck of a 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 in transmission connection with the gear 22, the gear 22 is in meshing connection with the rack 23, and the lifting frame 24 is connected with the propeller 10.

[0046] In the above implementation, when it is needed to control the propeller 10 to be recovered into the ship body, the lifting motor 21 is controlled to drive the gear 22 to rotate, 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 with the propeller 10, the propeller 10 can also be driven to rise along the rack 23, so as to complete the recovery of the propeller 10.

[0047] When it is needed to control the propeller 10 to be lowered into the seawater, the lifting motor 21 is controlled to drive the gear 22 to rotate, 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 with the propeller 10, the propeller 10 can also be driven to descend along the rack 23, so as to make the propeller 10 fall into the seawater.

[0048] In other implementations, the lifting assembly can comprise a lifting oil cylinder, a cylinder barrel of the lifting oil cylinder is located on the deck of a ship, and a telescopic rod of the lifting oil cylinder is connected with the propeller. By controlling the action of the lifting oil cylinder, the purpose of driving the propeller to lift can be achieved.

[0049] It should be noted that the specific lifting assembly driving the propeller can be selected according to the actual situation, and the embodiments of the present disclosure do not make any limitation.

[0050] Figure 5 is a schematic view of a detection assembly provided by the embodiments of the present disclosure. As shown in Figure 5 The anti-collision system further includes a detection assembly, which includes a controller, a detection rod 41, a detection block 42, and a plurality of detection switches. The plurality of detection switches are arranged on the detection rod 41 in an axial direction and spaced apart from each other. The detection block 42 is located on the lifting frame 24 and is configured to be opposite to different detection switches during the lifting of the lifting frame 24.

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

[0052] As shown in Figure 5 The controller is electrically connected to the plurality of detection switches and the lifting motor 21. When the controller obtains the position signals of the different detection switches, the controller controls the lifting motor 21 to drive the gear 22 at different speeds.

[0053] In the embodiments of the present disclosure, the controller can obtain the position signals of the detection switches. 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 signals, so as to determine the positions of the detection block 42 and the lifting frame 24. Therefore, when the propeller 10 approaches the ship body according to the position signals of the detection switches, the controller can control the lifting motor 21 to reduce the speed, so as to slow down the ascending speed of the propeller 10. In this way, the impact force generated when the propeller 10 contacts the guide plate 321 can be reduced, and the damage caused by the collision of the propeller 10 can be prevented.

[0054] Exemplarily, the controller can be a programmable logic controller (PLC). The PLC is a digital operation controller with a microprocessor for automatic control. The control instructions can be loaded into the memory for storage and execution at any time.

[0055] Optionally, 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. 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 hull position, the third detection switch 433 is used to indicate that the propeller 10 is in the entering hull position, 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 obtain the position signal of the first detection switch 431, control the rotating speed of the lifting motor 21 to reduce to the first rotating speed; obtain the position signal of the second detection switch 432, control the rotating speed of the lifting motor 21 to reduce to the second rotating speed; obtain the position signal of the third detection switch 433, control the rotating speed of the lifting motor 21 to increase to the first rotating speed; and obtain the position signal of the fourth detection switch 434, control the lifting motor 21 to stop rotating.

[0058] In the embodiment of the present disclosure, four detection switches are arranged 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 greater than 1.5 m. At this time, the rotating speed of the lifting motor 21 needs to be controlled to reduce to the first rotating speed, so as to slow down the ascending speed of the propeller 10, and give the detection switch enough response time to detect whether the detection block 42 is opposite to the detection switch, and improve the reliability.

[0059] When the detection block 42 moves to the second detection switch 432, the propeller 10 is in the approaching hull position, and the distance between the propeller 10 and the hull is within 1 m. At this time, the rotating speed of the lifting motor 21 needs to be controlled to further reduce to the second rotating speed, so as to slow down the moving speed of the propeller 10 again 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 entering hull position, and the propeller 10 has been safely entered into the hull. At this time, the rotating speed of the lifting motor 21 can be controlled to increase to the first rotating speed, so as to quickly complete the recovery of the propeller 10.

[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 homed. At this time, the propeller 10 does not need to be driven to move, and therefore, the lifting motor 21 needs to be controlled to stop working.

[0062] Figure 6 is a hydraulic principle diagram of a slewing drive assembly provided by the embodiment of the present disclosure. As shown in Figure 6 The anti-collision system further includes a slewing drive assembly, and the slewing drive assembly has a first oil port 51 and a second oil port 52 which are in communication with an oil tank.

[0063] As Figure 6As shown, the rotary drive assembly includes a rotary motor 61, a hydraulic brake 62, and a brake release valve 63. The hydraulic brake 62 has a brake cylinder for braking the rotary motor 61. When the piston rod of the brake cylinder retracts, the hydraulic brake 62 does not brake, and when the piston rod of the brake cylinder extends, 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 outlet 51, the second oil inlet B of the brake release valve 63 is connected to the second oil outlet 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 to the first oil outlet C of the brake release valve 63 are unidirectionally connected, and the second oil outlet D to the second oil inlet B of the brake release valve 63 are unidirectionally connected. When the brake release valve 63 is in the second state, the first oil inlet A to the second oil outlet D of the brake release valve 63 are unidirectionally connected, and the first oil outlet C to the second oil inlet B of the brake release valve 63 are unidirectionally connected.

[0066] In this embodiment of the present disclosure, the brake release valve 63 may be a solenoid valve, which is electrically connected to the controller, and the controller can 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 outlet D of the brake release valve 63 is unidirectionally open to the second inlet B, meaning no oil enters the second outlet D. At this time, the piston of the brake cylinder is pushed by the spring force, causing the rod chamber of the brake cylinder to shrink and the piston rod of the brake cylinder to extend. The hydraulic brake 62 then brakes the rotary motor 61. Since the rotary motor 61 is used to control the rotation of the thruster 10, braking the rotary motor 61 can fix the thruster 10 at the corresponding rudder angle.

[0068] When the brake release valve 63 is in the second state, the first inlet port A to the second outlet port D of the brake release valve 63 is unidirectionally communicated. At this time, hydraulic oil can be injected from the first oil port 51 of the slewing drive assembly to the first inlet port A of the brake release valve 63, the hydraulic oil enters the rod cavity of the brake cylinder, the piston of the brake cylinder overcomes the elastic force of the spring, so that the rod cavity of the brake cylinder becomes larger, the piston rod of the brake 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 be freely rotated.

[0069] Optionally, as shown in Figure 6 The slewing drive assembly further comprises a freewheel switching valve 64, the freewheel switching valve 64 has a first inlet port A and a second inlet port B, the first inlet port A of the freewheel switching valve 64 is in communication with the inlet port of the slewing motor 61, and the second inlet port B of the freewheel switching valve 64 is in communication with the outlet port of the slewing motor 61.

[0070] The freewheel switching valve 64 has a first state and a second state, when the freewheel switching valve 64 is in the first state, the first inlet port A and the second inlet port B of the freewheel switching valve 64 are communicated, and when the freewheel switching valve 64 is in the second state, the first inlet port A and the second inlet port B of the freewheel switching valve 64 are disconnected.

[0071] In the embodiment of the present disclosure, the freewheel switching valve 64 can be a solenoid valve, the solenoid valve is electrically connected with the controller, and the controller can control the solenoid valve to switch to the first state or the second state.

[0072] When the freewheel switching valve 64 is in the first state, the first inlet port A and the second inlet port B of the freewheel switching valve 64 are communicated, that is, the inlet port and the outlet port of the slewing motor 61 are communicated, at this time, the slewing motor 61 is in the freewheel working condition. The freewheel switching valve 64 can be used in cooperation with the brake release valve 63, when the brake release valve 63 controls the slewing motor 61 and the propeller 10 to be freely rotated, the freewheel switching valve 64 controls the inlet port and the outlet port of the slewing motor 61 to be communicated at the same time, so that the slewing motor 61 is in the freewheel working condition, and the slewing motor 61 can be freely rotated without limitation.

[0073] Optionally, as shown in Figure 6 The slewing drive assembly further comprises a slewing direction control valve 65, a first shuttle valve 71 and a second shuttle valve 72.

[0074] As shown in Figure 6As shown, the slewing 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 slewing direction control valve is connected to the first oil port 51, the second oil inlet B of the slewing direction control valve is connected to the second oil port 52, the first oil outlet C of the slewing direction control valve is connected to the oil inlet of the slewing motor 61, and the second oil outlet D of the slewing direction control valve is connected to the oil outlet of the slewing motor 61.

[0075] The slewing direction control valve has a first state, a second state, and a third state. When the slewing direction control valve is in the first state, the second oil inlet B of the slewing direction control valve is connected to the first oil outlet C and the second oil outlet D of the slewing direction control valve, respectively. When the slewing direction control valve is in the second state, the first oil inlet A to the first oil outlet C of the slewing direction control valve are connected in one direction only, and the second oil outlet D to the second oil inlet B of the slewing direction control valve are connected in one direction only. When the slewing direction control valve is in the third state, the first oil inlet A to the second oil outlet D of the slewing direction control valve are connected in one direction only, and the first oil outlet C to the second oil inlet B of the slewing direction control valve are connected in one direction only.

[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 rotation direction control valve, the second oil inlet B of the first shuttle valve 71 is connected to the second oil outlet D of the rotation 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, both the first oil outlet C and the second oil outlet D of the slewing direction control valve are connected to the second oil inlet B. That is, the pressure of the first oil outlet C and the second oil outlet D of the slewing direction control valve is the same. At this time, the pressure of the two oil inlets of the first shuttle valve 71 is the same, and there is no oil or a small amount of oil injected into the first oil inlet A of the second shuttle valve 72 from the oil outlet of the first shuttle valve 71. At this time, the pressure of the first oil inlet A of the second shuttle valve 72 is relatively small. This allows the oil in the rod chamber of the brake cylinder to flow back from the oil outlet of the second shuttle valve 72 to the second oil inlet B of the second shuttle valve 72, causing the rod chamber of the brake cylinder to shrink, allowing the piston rod of the brake cylinder to extend, and the hydraulic brake 62 to brake the slewing motor 61. At the same time, since the pressure of the first oil outlet C and the second oil outlet D of the slewing direction control valve is the same, that is, the pressure of the oil inlet and the oil outlet of the slewing motor 61 is the same, the slewing motor 61 will not rotate, thus locking the slewing motor 61.

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

[0079] When the swing direction control valve controls the forward rotation or the reverse rotation of the swing motor 61, the pressure of the first oil inlet A and the second oil inlet B of the first shuttle valve 71 is different in size, at this time, the oil outlet of the first shuttle valve 71 injects the oil into the first oil inlet A of the second shuttle valve 72, and pushes the spool in the second shuttle valve 72 to the right position, so as to prevent the oil in the rod cavity of the brake cylinder from flowing back, that is, to avoid the rod cavity of the brake cylinder from being reduced, so that the piston rod of the brake cylinder is extended, and the brake swing motor 61 is guaranteed to rotate forward or reverse.

[0080] Optionally, as shown in Figure 6 the swing driving assembly further comprises a pressure relief valve 81 connected between the first oil outlet C and the second oil outlet D of the swing direction control valve 65.

[0081] Exemplarily, as shown in Figure 6 the swing driving assembly comprises 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] Among them, the oil inlet of one pressure relief valve 81 is connected to the first oil outlet C of the swing direction control valve 65, and the other pressure relief valve 81 is connected to the second oil outlet D of the swing direction control valve 65.

[0083] In this way, no matter the swing motor 61 rotates forward or reverses, when the oil pressure in the oil circuit is too large, the pressure relief valve 81 can be used for pressure relief, so as to improve the reliability of the swing driving assembly.

[0084] Optionally, as shown in Figure 6 the swing driving assembly further comprises a first balance valve 91 and a second balance valve 92, the oil inlet of the first balance valve 91 is communicated with the first oil outlet C of the swing direction control valve 65, the oil outlet of the first balance valve 91 is communicated with the oil inlet of the swing motor 61, and the hydraulic control port of the first balance valve 91 is communicated with the second oil outlet D of the swing direction control valve 65.

[0085] As shown in Figure 6 the first balance valve 91 comprises a check valve and a hydraulic control valve in parallel, the oil inlet of the check valve is communicated with the oil outlet of the hydraulic control valve, and the oil outlet of the check valve is communicated with the oil inlet of the hydraulic control valve. The oil inlet of the check valve is communicated with the first oil outlet C of the swing direction control valve, and the hydraulic control port of the hydraulic control valve is communicated with the second oil outlet D of the swing direction control valve. When the hydraulic control port of the hydraulic control valve is greater than the threshold value, the oil inlet of the hydraulic control valve is unidirectionally communicated with the oil outlet.

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

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

[0088] When high-pressure oil is introduced into the first outlet C of the rotation direction control valve, the rotary motor 61 rotates forward. At this time, the oil pressure at the hydraulic control port of the second balance valve 92 is greater than the threshold, and the oil inlet to outlet of the hydraulic control valve of the second balance valve 92 is connected in one direction, which allows the oil of the rotary motor 61 to flow back from the second balance valve 92 into the oil tank.

[0089] When high-pressure oil is introduced into the second outlet D of the slewing direction control valve, the slewing motor 61 reverses. At this time, the oil pressure at the hydraulic control port of the first balance valve 91 is greater than the threshold, and the oil inlet to outlet of the hydraulic control valve of the first balance valve 91 is connected in one direction, which allows the oil of the slewing motor 61 to flow back from the first balance valve 91 to the oil tank.

[0090] The working process of the collision avoidance system of the azimuth propeller device provided in this embodiment is as follows:

[0091] During the process of the propeller 10 being retracted into the hull, the oil inlet and 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 ascent of the thruster 10, it may deviate from the specified rudder angle range due to external water flow or a large error in the rudder angle control. When the thruster 10 rises to a position close to the hull, the detection switch for approaching 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 external load, i.e., switch to freewheel operation mode.

[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 to rise normally and retract the rudder angle, ensuring that the rudder angle can continue to enter the hull.

[0094] After the propeller 10 is completely entered into the ship body, the detection switch of entering the ship body position is triggered. The lifting motor 21 returns to the normal lifting speed under the control of the controller, and the hydraulic brake 62 is in the locking state, and the propeller 10 continues to lift and retract into the ship body.

[0095] After the brake device is lifted to the specified height, the detection switch of entering the ship body position is triggered, and the lifting action is stopped under the control of the controller.

[0096] The above is not any form of limitation on the disclosure, although the disclosure has been disclosed as above through the embodiments, however, not to define the disclosure, any skilled person in the art, within the scope of the technical scheme of the disclosure, can make some changes or modifications to the above disclosed technical content as equivalent embodiments, but as long as it does not deviate from the content of the technical scheme of the disclosure, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the disclosure still belongs to the scope of the technical scheme of the disclosure.

Claims

1. A collision avoidance system for a fully-azimuthal propeller device, characterized by, The anti-collision system comprises a propeller (10), a lifting assembly (20) and a guiding assembly, the lifting assembly (20) is used for being installed on a ship deck, and the lifting assembly (20) is connected with the propeller (10); The guiding assembly comprises two guiding slides (31) and two guiding seats (32), the two guiding slides (31) are located on a fairing of the propeller (10), and the two guiding slides (31) are horizontally symmetrical, the two guiding seats (32) are used for being installed on the ship deck and are horizontally symmetrical, the guiding seat (32) comprises a guide plate (321), the plate surfaces of the guide plates (321) of the two guiding seats (32) are opposite, and the interval 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).

2. The collision avoidance system of claim 1, wherein, The guiding seat (32) further comprises a plurality of support frames (322), the plurality of support frames (322) are arranged in a vertical direction and spaced apart, and the length of the support frame (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 with the plurality of support frames (322).

3. The collision avoidance system of claim 1, wherein, 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 parallel and spaced apart, two ends of the rack (23) are connected to the first base (25) and the second base (26) respectively, the first base (25) is used for being installed on the ship deck, the lifting frame (24) is sleeved outside the rack (23), the lifting motor (21) is located on the lifting frame (24), an output shaft of the lifting motor (21) is in transmission connection with the gear (22), the gear (22) is in meshing connection with the rack (23), and the lifting frame (24) is connected with the propeller (10).

4. The collision avoidance system of claim 3, wherein, The anti-collision system further comprises a detection assembly, the detection assembly comprises a controller, a detection rod (41), a detection block (42) and a plurality of detection switches, the plurality of detection switches are arranged on the detection rod (41) in an axial direction of the detection rod (41), the detection block (42) is located on the lifting frame (24), and the detection block (42) is used for being opposite to different detection switches in the process of lifting with the lifting frame (24); The controller is electrically connected with the plurality of detection switches respectively and is electrically connected with the lifting motor (21), and the controller is configured to control the lifting motor (21) to drive the gear (22) at different rotating speeds when the position signals of different detection switches are acquired.

5. The collision avoidance system of claim 4, wherein, The plurality of detection switches comprise a first detection switch (431), a second detection switch (432), a third detection switch (433) and a fourth detection switch (434), which are arranged in sequence from the second base (26) to the first base (25); The first detection switch (431) is used to indicate that the propeller (10) is in a lower propulsion position, the second detection switch (432) is used to indicate that the propeller (10) is in a nearly hull position, the third detection switch (433) is used to indicate that the propeller (10) is in an entering hull position, and the fourth detection switch (434) is used to indicate that the propeller (10) is in an upper propulsion position; The controller is configured to obtain a position signal of the first detection switch (431), control the rotating speed of the lifting motor (21) to reduce to a first rotating speed; obtain a position signal of the second detection switch (432), control the rotating speed of the lifting motor (21) to reduce to a second rotating speed; obtain a position signal of the third detection switch (433), control the rotating speed of the lifting motor (21) to increase to the first rotating speed; and obtain a position signal of the fourth detection switch (434), control the lifting motor (21) to stop rotating.

6. Collision avoidance system according to any one of claims 1 to 5, characterized in that The anti-collision system further comprises a slewing driving assembly, the slewing driving assembly has a first oil port (51) and a second oil port (52) in communication with an oil tank; The slewing driving 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) is not braked, and when the piston rod of the brake oil cylinder is extended, the hydraulic brake (62) is braked; 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 in communication with the first oil port (51), the second oil inlet of the brake release valve (63) is in communication with the second oil port (52), the first oil outlet of the brake release valve (63) is in a blocking state, and the second oil outlet of the brake release valve (63) is in communication with the rod cavity 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 inlet of the brake release valve (63) to the first outlet of the brake release valve (63) is one-way communication, the second outlet of the brake release valve (63) to the second inlet of the brake release valve (63) is one-way communication; when the brake release valve (63) is in the second state, the first inlet of the brake release valve (63) to the second outlet of the brake release valve (63) is one-way communication, the first outlet of the brake release valve (63) to the second inlet of the brake release valve (63) is one-way communication.

7. The collision avoidance system of claim 6, wherein, The rotary drive assembly further comprises a free wheel switching valve (64), the free wheel switching valve (64) has a first inlet and a second inlet, the first inlet of the free wheel switching valve (64) is communicated with the inlet of the rotary motor (61), the second inlet of the free wheel switching valve (64) is communicated with the outlet of the rotary 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 inlet and the second inlet of the free wheel switching valve (64) are communicated; when the free wheel switching valve (64) is in the second state, the first inlet and the second inlet of the free wheel switching valve (64) are disconnected.

8. The collision avoidance system of claim 6, wherein, 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 inlet, a second inlet, a first outlet and a second outlet, the first inlet of the rotary direction control valve (65) is communicated with the first oil port (51), the second inlet of the rotary direction control valve (65) is communicated with the second oil port (52), the first outlet of the rotary direction control valve (65) is communicated with the inlet of the rotary motor (61), and the second outlet of the rotary direction control valve (65) is communicated with the 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 inlet of the rotary direction control valve (65) is communicated with the first outlet and the second outlet of the rotary direction control valve (65) respectively; when the rotary direction control valve (65) is in the second state, the first inlet of the rotary direction control valve (65) is one-way communicated to the first outlet, and the second outlet of the rotary direction control valve (65) is one-way communicated to the second inlet; when the rotary direction control valve (65) is in the third state, the first inlet of the rotary direction control valve (65) is one-way communicated to the second outlet, and the first outlet of the rotary direction control valve (65) is one-way communicated to the second inlet; The first oil inlet of the first shuttle valve (71) is communicated with the first oil outlet of the swing direction control valve (65), the second oil inlet of the first shuttle valve (71) is communicated with the second oil outlet of the swing direction control valve (65), the oil outlet of the first shuttle valve (71) is communicated with the first oil inlet of the second shuttle valve (72), the second oil inlet of the second shuttle valve (72) is communicated with the second oil outlet of the brake release valve (63), and the oil outlet of the second shuttle valve (72) is communicated with the rod cavity of the brake cylinder.

9. The collision avoidance system of claim 8, wherein, The swing driving assembly further comprises a pressure relief valve (81) connected between the first oil outlet and the second oil outlet of the swing direction control valve (65).

10. The collision avoidance system of claim 8, wherein, The swing driving assembly further comprises a first balance valve (91) and a second balance valve (92), the oil inlet of the first balance valve (91) is communicated with the first oil outlet of the swing direction control valve (65), the oil outlet of the first balance valve (91) is communicated with the oil inlet of the swing motor (61), and the hydraulic control port of the first balance valve (91) is communicated with the second oil outlet of the swing direction control valve (65). The oil inlet of the second balance valve (92) is communicated with the second oil outlet of the swing direction control valve (65), the oil outlet of the second balance valve (92) is communicated with the oil outlet of the swing motor (61), and the hydraulic control port of the second balance valve (92) is communicated with the first oil outlet of the swing direction control valve (65).

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