A marine emergency braking device

Abstract

The application relates to the field of ship braking technology, and discloses a ship emergency braking device, which comprises a ship propulsion assembly, the ship propulsion assembly comprises a ship bottom plate, a one-way transmission assembly is arranged on the top of the ship bottom plate, a sealing shell is arranged at the bottom of the ship bottom plate, a fastening assembly is arranged on one side of the sealing shell, a limiting sleeve is arranged on the inner side of the fastening assembly, a paddle shaft is sleeved in the limiting sleeve, an inflation assembly is arranged at one end of the ship bottom plate, an extension rod is arranged on the side of the inflation assembly, a flow resistance gate is fixed at the bottom end of the extension rod, an auxiliary assembly is arranged on one side of the flow resistance gate, the one-way transmission assembly one-way drives the inflation assembly, when the ship is braked, the inflation assembly cooperates with the extension rod, the flow resistance gate enters water, heat in the sealing shell is discharged into the sleeve shell through the auxiliary assembly, and the cooperation of the fastening assembly and the limiting sleeve prevents the paddle shaft from being broken due to violent vibration.

Description

Technical Field

[0001] This invention relates to the field of marine braking technology, and more specifically to a marine emergency braking device. Background Technology

[0002] Ship braking systems are core equipment systems used to control ship speed, stop ship navigation, or adjust ship motion during berthing, unberthing, and emergency avoidance. Their function is to counteract the ship's inertial and hydrodynamic forces, ensuring navigational safety and operational flexibility. In emergency braking, propeller reversing braking is the most commonly used main braking method. Its principle is to reverse the main engine output shaft, causing the propeller to generate thrust opposite to the ship's direction of travel, directly counteracting the ship's forward inertia. However, when the propeller reverses and the ship still has a high forward speed, the propeller is in a "counter-current" operating state, and the blades are impacted by the water flow, causing the propeller shaft to deform under surrounding lateral stress. This leads to severe vibration and noise in the propeller shaft. Prolonged exposure to this impact force can easily cause propeller breakage. Furthermore, propeller reversing braking has a long braking distance. In narrow waterways, ports, or close-range emergency braking, the braking distance and time are difficult to control, easily leading to collisions or accidents. Therefore, we propose a ship emergency braking device to solve these problems. Summary of the Invention

[0003] In order to overcome the above-mentioned defects of the prior art, the present invention provides a ship emergency braking device to solve the problems existing in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a ship emergency braking device, comprising a ship propulsion assembly, the ship propulsion assembly comprising a ship bottom plate, a one-way transmission assembly installed on the top of the ship bottom plate, a sealing shell installed on the bottom of the ship bottom plate, a fastening assembly installed on one side of the sealing shell, a limit kit placed inside the fastening assembly, a propeller shaft sleeved inside the limit kit, an inflation assembly installed at one end of the ship bottom plate, a telescopic rod installed on the side of the inflation assembly, a flow barrier fixed at the bottom end of the telescopic rod, and an auxiliary assembly installed on one side of the flow barrier; The one-way transmission component drives the inflation component in one direction. When the ship brakes, the inflation component works with the telescopic rod to allow the flow barrier to enter the water, reducing the braking distance. It also uses the auxiliary component to discharge the heat in the sealed shell into the casing. With the cooperation of the fastening component and the limit kit, it suppresses the vibration of the propeller shaft. The flow-blocking gate includes a gate plate and a guide plate. The guide plate is at an angle of 45-60° to the gate plate. By adjusting the angle, the braking distance can be further reduced or the vibration of the propeller shaft can be further suppressed.

[0005] Furthermore, a propeller rod reinforcement assembly is fixedly sleeved at the bottom of the ship propulsion assembly, and a pitch reduction assembly is fixedly connected to one side of the ship propulsion assembly.

[0006] Furthermore, a connecting plate is fixedly connected to one end of the ship's bottom plate, a steering column is rotatably sleeved on the inner side of the connecting plate, a rudder wheel is fixedly connected to the top of the steering column, a rudder blade is fixedly connected to the bottom of the steering column, a motor is fixedly connected to the top of the ship's bottom plate, a bevel gear is fixedly connected to the drive end of the motor, a double-headed conical shaft meshes with the side of the bevel gear, a brake shaft meshes with one side of the top of the double-headed conical shaft, and the brake shaft and the bevel gear are respectively located on both sides of the top of the double-headed conical shaft; One end of the brake shaft is fixedly connected to a one-way transmission assembly. A sealing box is fixedly connected to the middle of the top of the ship's bottom plate. The connection between the bevel gear one, the double-headed conical shaft and the brake shaft is such that the double-headed conical shaft passes through the ship's bottom plate, and the bottom end of the double-headed conical shaft meshes with a bevel gear two. A propeller shaft is fixedly connected to one side of the bevel gear two. A propeller is fixedly connected to one end of the propeller shaft. A sealing shell is fixedly connected to the bottom of the ship's bottom plate, and the propeller shaft is rotatably sleeved on one side of the sealing shell. The connection between the bottom end of the double-headed conical shaft and the propeller shaft is inside the sealing shell.

[0007] Furthermore, the one-way transmission assembly includes a ratchet disc, one side of which is fixedly connected to one end of the brake shaft. A connecting disc is rotatably connected to the inner side of one side of the ratchet disc. A tongue pin is rotatably connected to the edge of one side of the connecting disc. The inner side of the ratchet disc is helical toothed, and one end of the connecting disc is engaged between two of the helical teeth. A one-way shaft is fixedly connected to the middle of one side of the connecting disc. A sealing plate is fixedly connected to one side of the ratchet disc, and the one-way shaft passes through the sealing plate.

[0008] Furthermore, the propeller reinforcement assembly includes a housing, with hot flow tubes fixedly fitted to both the upper and lower ends of one end of the housing, and one end of each hot flow tube being fixedly connected to one side of the sealed outer shell. A fastening assembly is fixedly fitted to the middle of the inner side of the housing, and a limiting kit is placed inside the fastening assembly. The two ends of the limiting kit are fixedly connected to the inner sides of both ends of the housing. The propeller shaft is rotatably fitted inside the limiting kit. One end of each hot flow tube is located in the sealed outer shell, and the other end is located on one side of the fastening assembly.

[0009] Furthermore, the fastening assembly includes an annular air chamber, with four movable rods slidably sleeved on the inner side of the annular air chamber. The limiting kit includes four clamping blocks, with grooves at both ends of the four clamping blocks. Sliding blocks are slidably connected to the inner sides of the eight grooves, and connecting blocks are fixedly connected to one side of each of the eight sliding blocks. A fixing ring is fixedly connected to one side of the four connecting blocks located on the same side as the clamping blocks.

[0010] Furthermore, the pitch reduction assembly includes a side plate, the bottom of which is fixedly connected to one end of the top of the ship's bottom plate. An inflation assembly is fixedly connected to the lower side of one side of the side plate. Telescopic rods are fixedly connected to both sides of the inflation assembly. A rotating seat is fixedly connected to one end of each of the two telescopic rods. One side of each rotating seat is fixedly connected to one side of the side plate. A flow barrier is fixedly connected to one end of each of the two telescopic rods. An auxiliary assembly is fixedly connected to one side of the flow barrier, and one end of the auxiliary assembly is fixedly connected to a sealed housing.

[0011] Furthermore, the flow-blocking gate is composed of four triangular plates, three guide plates, and a gate plate. The top of the gate plate is provided with a water outlet. Four triangular plates are fixedly connected to one side of the gate plate, and the four triangular plates form three guide rails. Three guide plates are fixedly sleeved on the inner side of the three guide rails, and the top of the three guide plates is fixedly connected to the bottom of the water outlet of the flow-blocking gate.

[0012] Furthermore, the inflation assembly includes an air chamber, a one-way shaft is rotatably sleeved on the inner side of the air chamber, a star-shaped rotating wheel is fixedly sleeved on the side of one end of the one-way shaft, two air inlet pipes are fixedly connected to the side of the air chamber, pistons are slidably sleeved on the inner side of one end of each of the two air inlet pipes, one end of each of the two pistons is in the air chamber, a spring is fixedly connected to one end of each of the two pistons, and a breathable sheet is fixedly connected to one end of each of the two springs.

[0013] Furthermore, the auxiliary component includes a rotating roller, on which three fan wheels are fixedly sleeved. Each of the three fan wheels has a fixed plate rotatably connected to both sides. The back of the six fixed plates is fixedly connected to one side of the flow barrier, and the fixed plates face the water outlet. A transmission belt is rotatably sleeved on the side of the middle of the rotating roller. A protective shell is movably sleeved on the side of the transmission belt. A fan shaft is rotatably sleeved at one end of the transmission belt. The fan shaft is rotatably sleeved on the inner wall of the sealed outer shell. A bevel gear three is fixedly sleeved on the middle side of the fan shaft. A bevel gear four meshes with the side of the bevel gear three. A rotating rod is fixedly connected to one side of the bevel gear four. A fan is fixedly connected to one end of the rotating rod, and the fan is located within the sealed outer shell.

[0014] The technical effects and advantages of this invention are as follows: When the propeller reverses and brakes, the annular chamber is filled with inert gas. The heat from the sealed outer shell is transferred to the annular chamber by the pitch reduction assembly. After the annular chamber is heated, the inert gas expands and forces the movable rod out of the annular chamber. This causes the movable rod to squeeze the clamping block, making the clamping block fit tightly against the propeller shaft. When the propeller shaft rotates in the opposite direction, the clamping block wraps around the side of the propeller shaft, suppressing propeller shaft deformation, reducing propeller shaft vibration and noise, and preventing propeller shaft breakage due to severe vibration.

[0015] The one-way drive assembly keeps the one-way shaft stationary during normal ship navigation. It only begins to rotate when the ship brakes or the motor reverses its direction, driving the star-shaped rotor to rotate. The star-shaped rotor continuously compresses the piston, causing air to be continuously injected into the telescopic rod through the air intake pipe. This increases the pressure in the telescopic rod, causing it to extend until it is fully extended. When the telescopic rod is fully extended, most of the flow barrier is submerged in the water. This serves two purposes: firstly, it increases the ship's braking resistance, thereby shortening the braking distance and avoiding the problems associated with long reverse braking distances of propellers, which are difficult to control in narrow channels, ports, or close-range emergency braking, potentially leading to collisions or accidents; secondly, guided by the deflector, the high-speed water flow impacts the fan wheel, causing it to rotate and driving the fan to rotate. This blows heat from the sealed outer shell into the heat pipe, which then enters the casing, promoting the operation of the propeller shaft reinforcement assembly. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the ship propulsion component structure of the present invention; Figure 3 This is a schematic cross-sectional view of the ship propulsion assembly of the present invention; Figure 4 This is an exploded structural diagram of the unidirectional transmission component of the present invention; Figure 5 This is a schematic cross-sectional view of the propeller rod reinforcement assembly of the present invention; Figure 6 This is a schematic diagram of the fastening assembly structure of the present invention; Figure 7 This is a schematic diagram of the limiting kit structure of the present invention; Figure 8 This is a schematic diagram of the shortening component structure of the present invention; Figure 9 This is a schematic diagram of the inflatable component structure of the present invention; Figure 10 This is a schematic diagram of the auxiliary component structure of the present invention.

[0017] The attached figures are labeled as follows: 1. Ship propulsion assembly; 101. Ship bottom plate; 102. Steering column; 103. Steering wheel; 104. Motor; 105. Double-ended conical shaft; 106. Brake shaft; 107. One-way transmission assembly; 1071. Ratchet disc; 1072. Connecting disc; 1073. Tongue pin; 1074. One-way shaft; 108. Propeller shaft; 109. Sealing housing; 2. Propeller bar reinforcement assembly; 201. Sleeve; 202. Hot flow pipe; 203. Fastening assembly. Components; 2031, Annular air chamber; 2032, Movable rod; 204, Limiting kit; 2041, Clamping block; 2042, Connecting block; 2043, Fixing ring; 3, Retraction assembly; 301, Side plate; 302, Inflation assembly; 3021, Air chamber; 3022, Star-shaped wheel; 3023, Air inlet pipe; 303, Telescopic rod; 304, Flow barrier; 305, Auxiliary assembly; 3051, Rotating roller; 3052, Transmission belt; 3053, Protective shell. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. In addition, the forms of the various structures described in the following embodiments are merely illustrative. The ship emergency braking device involved in the present invention is not limited to the structures described in the following embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Reference Figure 1 The present invention provides a ship emergency braking device, including a ship propulsion assembly 1, a propeller rod reinforcement assembly 2 fixedly sleeved at the bottom of the ship propulsion assembly 1, and a pitch reduction assembly 3 fixedly connected to one side of the ship propulsion assembly 1.

[0020] In this embodiment, it is necessary to specifically explain that the ship propulsion assembly 1 and the propeller shaft reinforcement assembly 2 prevent the propeller shaft from breaking due to severe vibration. The ship propulsion assembly 1 and the pitch reduction assembly 3 avoid the problem that the propeller reverse braking distance is long, and the braking distance and time are difficult to control in narrow waterways, ports or close-range emergency braking, which may easily lead to collisions or accidents. The specific structure and working principle of the above components will be explained in detail later.

[0021] Reference Figure 2 and Figure 3The ship propulsion assembly 1 includes a ship bottom plate 101. A connecting plate is fixedly connected to one end of the ship bottom plate 101. A steering column 102 is rotatably sleeved on the inner side of the connecting plate. A rudder wheel 103 is fixedly connected to the top end of the steering column 102. A rudder blade is fixedly connected to the bottom end of the steering column 102. A motor 104 is fixedly connected to the top of the ship bottom plate 101. A bevel gear is fixedly connected to the drive end of the motor 104. A double-ended conical shaft 105 meshes with the side of the bevel gear. A brake shaft 106 meshes with one side of the top end of the double-ended conical shaft 105. The brake shaft 106 and the bevel gear are located on opposite sides of the top end of the double-ended conical shaft 105. One end of 06 is fixedly connected to a one-way transmission assembly 107. A sealing box is fixedly connected to the middle of the top of the ship bottom plate 101. The connection between the bevel gear 1, the double-headed conical shaft 105 and the brake shaft 106 is such that the double-headed conical shaft 105 passes through the ship bottom plate 101 and the bottom end of the double-headed conical shaft 105 is meshed with a bevel gear 2. A propeller shaft 108 is fixedly connected to one side of the bevel gear 2. A propeller is fixedly connected to one end of the propeller shaft 108. A sealing shell 109 is fixedly connected to the bottom of the ship bottom plate 101, and the propeller shaft 108 is rotatably sleeved on one side of the sealing shell 109. The connection between the bottom end of the double-headed conical shaft 105 and the propeller shaft 108 is inside the sealing shell 109.

[0022] In this embodiment, it should be specifically noted that the steering column 102 and the steering wheel 103 together form the steering structure.

[0023] Reference Figure 4 The one-way transmission assembly 107 includes a ratchet disc 1071, one side of which is fixedly connected to one end of the brake shaft 106. A connecting disc 1072 is rotatably connected to the inner side of one side of the ratchet disc 1071. A tongue pin 1073 is rotatably connected to the edge of one side of the connecting disc 1072. The inner side of the ratchet disc 1071 is helical toothed, and one end of the connecting disc 1072 is engaged between two of the helical teeth. A one-way shaft 1074 is fixedly connected to the middle of one side of the connecting disc 1072. A sealing plate is fixedly connected to one side of the ratchet disc 1071, and the one-way shaft 1074 passes through the sealing plate.

[0024] In this embodiment, it is necessary to further explain that the tongue pin 1073 only rotates 30° clockwise. When the ratchet disc 1071 rotates clockwise, the helical tooth surface on the inner side of the ratchet disc 1071 pushes the tongue pin 1073 to rotate. When the tongue pin 1073 rotates to 30°, one helical tooth of the ratchet disc 1071 just passes through the tongue pin 1073. In this state, the ratchet disc 1071 has no rotational driving force on the tongue pin 1073. When the ratchet disc 1071 rotates counterclockwise, the straight surface of the helical tooth jams one end of the tongue pin 1073, making the tongue pin 1073 unable to rotate. At this time, the ratchet disc 1071 has a rotational driving force on the connecting disc 1072, causing the connecting disc 1072 to rotate, thereby driving the one-way shaft 1074 to rotate, realizing one-way rotation. In this embodiment, the ratchet disc 1071 drives the tongue pin 1073 counterclockwise, which is not the only driving direction and can be set according to actual needs.

[0025] Reference Figure 5 The propeller reinforcement assembly 2 includes a housing 201. A heat flow pipe 202 is fixedly sleeved at both the upper and lower ends of one end of the housing 201, and one end of the two heat flow pipes 202 is fixedly connected to one side of the sealing housing 109. A fastening assembly 203 is fixedly sleeved in the middle of the inner side of the housing 201. A limiting kit 204 is placed inside the fastening assembly 203, and the two ends of the limiting kit 204 are fixedly connected to the inner sides of the two ends of the housing 201. A propeller shaft 108 is rotatably sleeved inside the limiting kit 204. One end of the heat flow pipe 202 is located in the sealing housing 109, and the other end is located on one side of the fastening assembly 203.

[0026] In this embodiment, it is necessary to specifically explain that a check valve is provided on the inner side of one end of the hot flow pipe 202 located inside the sealed housing 109, so that the airflow can only enter the housing 201 from the sealed housing 109. The check valve is existing technology, so it will not be described in detail.

[0027] Reference Figure 6 The fastening assembly 203 includes an annular air chamber 2031, and four movable rods 2032 are slidably sleeved on the inner side of the annular air chamber 2031.

[0028] In this embodiment, it should be specifically noted that the annular gas chamber 2031 stores an inert gas that expands easily when heated; in this embodiment, it is helium.

[0029] Reference Figure 7 The limiting kit 204 includes four clamping blocks 2041. Each of the four clamping blocks 2041 has a sliding groove at both ends. Each of the eight sliding grooves has a slider slidably connected to its inner side. Each of the eight sliders has a connecting block 2042 fixedly connected to one side. Each of the four connecting blocks 2042 located on the same side as the clamping blocks 2041 has a fixing ring 2043 fixedly connected to one side.

[0030] In this embodiment, it should be specifically noted that the inner side of the clamping block 2041 is provided with a smooth coating to reduce the friction between the clamping block 2041 and the propeller shaft 108. In this embodiment, the coating is polytetrafluoroethylene, which is resistant to high and low temperatures, has extremely low surface energy, and hardly adheres to any substance.

[0031] When the propeller reverses, the annular chamber 2031 is filled with inert gas. The heat from the sealed outer shell 109 is transferred to the annular chamber 2031 by the tension reduction assembly 3. After the annular chamber 2031 is heated, the inert gas expands and forces the movable rod 2032 out of the annular chamber 2031. This causes the movable rod 2032 to press the clamping block 2041, making the clamping block 2041 tightly adhere to the propeller shaft 108. When the propeller shaft 108 rotates in the reverse direction, the clamping block 2041 wraps around the side of the propeller shaft 108, suppressing the deformation of the propeller shaft 108, reducing the vibration and noise of the propeller shaft 108, and preventing the propeller shaft 108 from breaking due to severe vibration.

[0032] Reference Figure 8 The telescoping assembly 3 includes a side plate 301. The bottom of the side plate 301 is fixedly connected to one end of the top of the ship bottom plate 101. An inflation assembly 302 is fixedly connected to the lower side of one side of the side plate 301. Telescopic rods 303 are fixedly connected to both sides of the inflation assembly 302. A rotating seat is fixedly connected to one end of each of the two telescopic rods 303. One side of the two rotating seats is fixedly connected to one side of the side plate 301. A flow barrier 304 is fixedly connected to one end of each of the two telescopic rods 303. An auxiliary assembly 305 is fixedly connected to one side of the flow barrier 304, and one end of the auxiliary assembly 305 is fixedly connected to the sealed housing 109. The flow-blocking gate 304 consists of four triangular plates, three guide plates, and a gate plate. The top of the gate plate is provided with a water outlet. Four triangular plates are fixedly connected to one side of the gate plate, and the four triangular plates form three guide rails. Three guide plates are fixedly sleeved on the inner side of the three guide rails, and the top of the three guide plates are fixedly connected to the bottom of the water outlet of the flow-blocking gate 304. The three guide plates form an angle of 45-60° with the gate plate.

[0033] In this embodiment, it should be specifically noted that each section of the telescopic rod 303 has a locking structure, which prevents the short tubes from separating and maintains good airtightness.

[0034] Reference Figure 9The inflation assembly 302 includes an air chamber 3021. A one-way shaft 1074 is rotatably sleeved on the inner side of the air chamber 3021. A star-shaped rotating wheel 3022 is fixedly sleeved on the side of one end of the one-way shaft 1074. Two air inlet pipes 3023 are fixedly connected to the side of the air chamber 3021. A piston is slidably sleeved on the inner side of one end of each of the two air inlet pipes 3023. One end of each of the two pistons is in the air chamber 3021. A spring is fixedly connected to one end of each of the two pistons. A breathable sheet is fixedly connected to one end of each of the two springs.

[0035] In this embodiment, it should be specifically noted that the top ends of the two air intake pipes 3023 are fixedly connected to the sides of the two telescopic rods 303.

[0036] Reference Figure 10 The auxiliary component 305 includes a rotating roller 3051. Three fan wheels are fixedly sleeved on the side of the rotating roller 3051. Fixed plates are rotatably connected to both sides of the three fan wheels. The back of the six fixed plates is fixedly connected to one side of the flow barrier 304, and the fixed plates face the water outlet. A transmission belt 3052 is rotatably sleeved on the side of the middle part of the rotating roller 3051. A protective shell 3053 is movably sleeved on the side of the transmission belt 3052. A fan shaft is rotatably sleeved at one end of the transmission belt 3052. The fan shaft is rotatably sleeved on the inner wall of the sealing shell 109. A bevel gear three is fixedly sleeved on the side of the middle part of the fan shaft. A bevel gear four meshes with the side of the bevel gear three. A rotating rod is fixedly connected to one side of the bevel gear four. A fan is fixedly connected to one end of the rotating rod, and the fan is located in the sealing shell 109. The one-way transmission assembly 107 keeps the one-way shaft 1074 stationary during normal ship navigation. When the ship brakes and the motor 104 reverses its drive, the one-way shaft 1074 begins to rotate, which in turn drives the star wheel 3022 to rotate. The star wheel 3022 continuously squeezes the piston, causing the air intake pipe to continuously inject air into the telescopic rod 303. The pressure in the telescopic rod 303 increases, and it continues to extend until the telescopic rod 303 is fully extended. When the telescopic rod 303 is fully extended, most of the flow barrier 304 is submerged in the water. On the one hand, this increases the ship's braking resistance, thereby shortening the braking distance and avoiding the problem of long braking distances when the propeller reverses. In narrow channels, ports, or close-range emergency braking, the braking distance and time are difficult to control, which can easily lead to collisions or accidents. On the other hand, under the guidance of the guide plate, the water flow impacts the fan wheel at high speed, causing the fan wheel to rotate, which in turn drives the fan to rotate. This blows the heat from the sealed shell into the heat pipe, and then into the casing 201, promoting the operation of the propeller rod reinforcement assembly 2. In this embodiment, it is necessary to further explain that the rotating rod is rotatably sleeved with a fixing component, which is fixed to the inner wall of the sealed outer shell 109. The three guide plates are at an angle of 45-60° with the gate plate. When the angle is larger, the flow-blocking gate 304 has a greater resistance to the water flow and a smaller braking distance, but it consumes more kinetic energy of the water flow, resulting in less kinetic energy for the water flow to drive the fan wheel to rotate, less heat blown by the fan, lower tightness of the clamping block 2041, and a worse effect on suppressing the vibration of the propeller shaft 108. When the angle is smaller, the flow-blocking gate 304 has a smaller resistance to the water flow and a longer braking distance, but it consumes less kinetic energy of the water flow, resulting in more kinetic energy for the water flow to drive the fan wheel to rotate, more heat blown by the fan, lower tightness of the clamping block 2041, and a better effect on suppressing the vibration of the propeller shaft 108. The specific angle setting is set according to actual needs.

[0037] The working principle of this invention is as follows: When the propeller reverses and brakes, the annular air chamber 2031 is filled with inert gas. The heat in the sealed outer shell 109 is transferred to the annular air chamber 2031 by the tension reduction assembly 3. After the annular air chamber 2031 is heated, the inert gas expands and squeezes the movable rod 2032 out of the annular air chamber 2031. This causes the movable rod 2032 to press the clamping block 2041, making the clamping block 2041 tightly adhere to the propeller shaft 108. When the propeller shaft 108 rotates in the opposite direction, the clamping block 2041 wraps around the side of the propeller shaft 108, suppressing the deformation of the propeller shaft 108, reducing the vibration and noise of the propeller shaft 108, and preventing the propeller shaft 108 from breaking due to severe vibration. The one-way drive assembly 107 keeps the one-way shaft 1074 stationary during normal ship navigation. When the ship brakes and the motor 104 reverses its direction, the one-way shaft 1074 begins to rotate, which in turn drives the star wheel 3022 to rotate. The star wheel 3022 continuously squeezes the piston, causing the air intake pipe to continuously inject air into the telescopic rod 303. The pressure in the telescopic rod 303 increases, and it continues to extend until the telescopic rod 303 is fully extended. When the telescopic rod 303 is fully extended, most of the flow barrier 304 is submerged in the water. On the one hand, this increases the ship's braking resistance, thereby shortening the braking distance and avoiding the problem of long braking distances when the propeller reverses. In narrow channels, ports, or close-range emergency braking, the braking distance and time are difficult to control, which can easily lead to collisions or accidents. On the other hand, under the guidance of the deflector, the high-speed water flow impacts the fan wheel, causing it to rotate, which in turn drives the fan to rotate. This blows the heat from the sealed outer shell into the heat pipe, and then into the casing 201, promoting the operation of the propeller rod reinforcement assembly 2.

[0038] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection", and "linkage" should be interpreted broadly, and can be mechanical or electrical connections, or internal connections between two components, or direct connections. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change. Secondly: The accompanying drawings of the embodiments disclosed in this invention only involve the structures involved in the embodiments disclosed in this invention. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this invention can be combined with each other. In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A ship emergency braking device, comprising a ship propulsion assembly (1), characterized in that, The ship propulsion assembly (1) includes a ship bottom plate (101), a one-way transmission assembly (107) is installed on the top of the ship bottom plate (101), a sealing shell (109) is installed on the bottom of the ship bottom plate (101), a fastening assembly (203) is installed on one side of the sealing shell (109), a limit kit (204) is placed inside the fastening assembly (203), a propeller shaft (108) is sleeved inside the limit kit (204), an inflation assembly (302) is installed at one end of the ship bottom plate (101), a telescopic rod (303) is installed on the side of the inflation assembly (302), a flow barrier (304) is fixed at the bottom end of the telescopic rod (303), and an auxiliary assembly (305) is installed on one side of the flow barrier (304). The bottom of the ship propulsion assembly (1) is fixedly sleeved with a propeller rod reinforcement assembly (2), and a pitch reduction assembly (3) is fixedly connected to one side of the ship propulsion assembly (1). The propeller reinforcement assembly (2) includes a housing (201). A heat flow tube (202) is fixedly sleeved at the upper and lower ends of one end of the housing (201), and one end of the two heat flow tubes (202) is fixedly connected to one side of the sealed housing (109). A fastening assembly (203) is fixedly sleeved in the middle of the inner side of the housing (201). A limiting kit (204) is placed inside the fastening assembly (203), and the two ends of the limiting kit (204) are fixedly connected to the inner sides of the two ends of the housing (201). The inner side of the limiting kit (204) is rotatably sleeved on the side of the propeller shaft (108). One end of the heat flow tube (202) is located in the sealed housing (109), and the other end is located on one side of the fastening assembly (203). The fastening assembly (203) includes an annular air chamber (2031), and four movable rods (2032) are slidably sleeved on the inner side of the annular air chamber (2031). The limiting kit (204) includes four clamping blocks (2041), and each of the four clamping blocks (2041) has a sliding groove at both ends. Each of the eight sliding grooves has a slider slidably connected to its inner side. Each of the eight sliders has a connecting block (2042) fixedly connected to one side. Each of the four connecting blocks (2042) located on the same side as the clamping blocks (2041) has a fixing ring (2043) fixedly connected to one side. A connecting plate is fixedly connected to one end of the ship's bottom plate (101). A steering column (102) is rotatably sleeved on the inner side of the connecting plate. A rudder wheel (103) is fixedly connected to the top of the steering column (102). A rudder blade is fixedly connected to the bottom of the steering column (102). A motor (104) is fixedly connected to the top of the ship's bottom plate (101). A bevel gear is fixedly connected to the drive end of the motor (104). A double-headed conical shaft (105) is meshed on the side of the bevel gear. A brake shaft (106) is meshed on one side of the top of the double-headed conical shaft (105). The brake shaft (106) and the bevel gear are located on both sides of the top of the double-headed conical shaft (105). One end of the brake shaft (106) is fixedly connected to a one-way transmission assembly (107). A sealing box is fixedly connected to the middle of the top of the ship bottom plate (101). At the connection of bevel gear one, double-headed conical shaft (105) and brake shaft (106), the double-headed conical shaft (105) passes through the ship bottom plate (101). The bottom end of the double-headed conical shaft (105) is meshed with bevel gear two. One side of the bevel gear two is fixedly connected to a propeller shaft (108). One end of the propeller shaft (108) is fixedly connected to a propeller. The bottom of the ship bottom plate (101) is fixedly connected to a sealing shell (109). The propeller shaft (108) is rotatably sleeved on one side of the sealing shell (109). The connection between the bottom end of the double-headed conical shaft (105) and the propeller shaft (108) is inside the sealing shell (109). The one-way transmission assembly (107) drives the inflation assembly (302) in one direction. When the ship brakes, the inflation assembly (302) cooperates with the telescopic rod (303) to allow the flow barrier (304) to enter the water, reducing the braking distance. The auxiliary assembly (305) also discharges the heat in the sealed housing (109) into the housing (201). With the cooperation of the fastening assembly (203) and the limiting kit (204), the vibration of the propeller shaft (108) is suppressed. The flow-blocking gate (304) includes a gate plate and a flow guide plate. The flow guide plate is at an angle of 45-60° to the gate plate. By adjusting the angle, the braking distance can be further reduced or the vibration effect of the propeller shaft (108) can be further suppressed.

2. The ship emergency braking device according to claim 1, characterized in that: The one-way transmission assembly (107) includes a ratchet disc (1071), one side of which is fixedly connected to one end of the brake shaft (106). A connecting disc (1072) is rotatably connected to the inner side of one side of the ratchet disc (1071). A tongue pin (1073) is rotatably connected to the edge of one side of the connecting disc (1072). The inner side of the ratchet disc (1071) is helical toothed, and one end of the connecting disc (1072) is stuck between two of the helical teeth. A one-way shaft (1074) is fixedly connected to the middle of one side of the connecting disc (1072). A sealing plate is fixedly connected to one side of the ratchet disc (1071), and the one-way shaft (1074) passes through the sealing plate.

3. A ship emergency braking device according to claim 2, characterized in that: The shortening assembly (3) includes a side plate (301), the bottom of which is fixedly connected to one end of the top of the ship's bottom plate (101). An inflation assembly (302) is fixedly connected to the lower side of one side of the side plate (301). Telescopic rods (303) are fixedly connected to both sides of the inflation assembly (302). A rotating seat is fixedly connected to one end of each of the two telescopic rods (303). One side of each rotating seat is fixedly connected to one side of the side plate (301). A flow barrier (304) is fixedly connected to one end of each of the two telescopic rods (303). An auxiliary assembly (305) is fixedly connected to one side of the flow barrier (304), and one end of the auxiliary assembly (305) is fixedly connected in the sealed housing (109).

4. A ship emergency braking device according to claim 3, characterized in that: The flow-blocking gate (304) consists of four triangular plates, three guide plates, and a gate plate. The top of the gate plate is provided with a water outlet. Four triangular plates are fixedly connected to one side of the gate plate, and the four triangular plates form three guide rails. Three guide plates are fixedly sleeved on the inner side of the three guide rails, and the top of the three guide plates is fixedly connected to the bottom of the water outlet of the flow-blocking gate (304).

5. A ship emergency braking device according to claim 4, characterized in that: The inflation assembly (302) includes an air chamber (3021), a one-way shaft (1074) is rotatably sleeved on the inner side of the air chamber (3021), a star-shaped rotating wheel (3022) is fixedly sleeved on the side of one end of the one-way shaft (1074), two air inlet pipes (3023) are fixedly connected to the side of the air chamber (3021), a piston is slidably sleeved on the inner side of one end of each of the two air inlet pipes (3023), one end of each of the two pistons is in the air chamber (3021), one end of each of the two pistons is fixedly connected to a spring, and one end of each of the two springs is fixedly connected to a breathable sheet.

6. A ship emergency braking device according to claim 5, characterized in that: The auxiliary component (305) includes a rotating roller (3051), on which three fan wheels are fixedly sleeved. On both sides of the three fan wheels, fixed plates are rotatably connected. The back of the six fixed plates is fixedly connected to one side of the flow barrier (304), and the fixed plates face the water outlet. A transmission belt (3052) is rotatably sleeved on the side of the middle part of the rotating roller (3051). A protective shell (3053) is movably sleeved on the side of the transmission belt (3052). A fan shaft is rotatably sleeved on one end of the transmission belt (3052). The fan shaft is rotatably sleeved on the inner wall of the sealed shell (109). A bevel gear three is fixedly sleeved on the side of the middle part of the fan shaft. A bevel gear four meshes on the side of the bevel gear three. A rotating rod is fixedly connected on one side of the bevel gear four. A fan is fixedly connected to one end of the rotating rod, and the fan is located in the sealed shell (109).

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