Direction control structure for ship propeller

Abstract

The invention discloses a direction control structure for a ship propeller, and relates to the technical field of ships, the direction control structure comprises a driving assembly, the side of the driving assembly is fixedly connected with a steering shaft, a propeller body is rotatably arranged below the driving assembly, and the side of the driving assembly is provided with a steering mechanism; the steering mechanism achieves steering adjustment of the driving assembly through position changes of the steering shaft and the fixing frame contained in the steering shaft. According to the direction control structure for the ship propeller, in the steering process of the driving assembly, a traction cable drives a connecting box connected with the traction cable to slide, and an auxiliary magnetic plate in an internal movable cavity of the traction cable intermittently corresponds to a fixed magnetic sleeve on the outer side of a fixed rod in position, so that a knocking plate knocks a shell of the driving assembly; and the vibrating driving assembly can loosen sundries such as sludge and aquatic plants attached to the outer side of the driving assembly, and the situation that the sludge and the aquatic plants interfere with normal operation of the propeller body below the driving assembly is avoided.

Description

Technical Field

[0001] This invention relates to the field of marine technology, specifically to a directional control structure for a ship propeller. Background Technology

[0002] During ship navigation, the propeller, as the core component of the propulsion system, directly affects the ship's navigation efficiency and maneuverability.

[0003] Prior art 1 (Chinese Patent Publication No. CN119370306A, Publication Date 2025-01-28) discloses a ship steering controller, relating to the field of ship equipment control technology. The ship steering controller is installed on the ship's steering mechanism and includes a display device, a steering wheel, and a steering control device. The steering control device includes a main shaft passing through the display device and connected to the steering wheel at its top. The steering control device includes a protective housing fixedly connected to the display device to prevent water corrosion. The display device is equipped with a waterproof device to prevent water from entering the display device and then flowing along the main shaft into the steering control device. The steering control device also includes a steering damping structure to maintain the stability of the main shaft rotation, improving the driving experience. It offers good waterproofing, a superior driving experience, accurate display of steering angle, prevention of user misoperation, long service life, and ensures the safety of ship navigation.

[0004] There is also a prior art (Chinese patent CN111959739B, published on 2022-07-08) of a ship omnidirectional control lever, wherein the push frame is movably connected to the support frame, the limit rod resists the locking teeth, one end of the first spring is fixedly connected to the push frame, the other end of the first spring is fixedly connected to the limit rod, the pressing member is fixedly connected to the limit rod, the connecting plate is located in the control room, and the sensor is provided on the connecting plate. When the ship adjusts its speed and direction, pressing the pressing member on the push rod causes the limit rod to no longer resist the locking teeth. Pushing the push rod causes the sensor to correspond with the forward receiver, the reverse receiver, or the steering receiver in the control room, thereby adjusting the ship's speed or direction. Releasing the pressing member causes the limit rod to resist the locking teeth under the restoring force of the first spring, so that the ship maintains the adjusted speed or direction, resulting in better braking effect.

[0005] While existing technology can perform turning operations, in actual navigation, when the propeller rotates at high speed underwater, it is very easy for debris such as mud, sand, and weeds carried by the water flow to adhere to or become entangled, which can lead to a decrease in propulsion efficiency or even cause malfunctions.

[0006] Therefore, we propose a directional control structure for ship propellers to address the problems mentioned above. Summary of the Invention

[0007] The purpose of this invention is to provide a directional control structure for ship propellers, in order to solve the problem mentioned in the background art that, in actual navigation, propellers are easily attached to or entangled by mud, sand, weeds and other debris carried by the water flow when rotating at high speed underwater, which leads to a decrease in propulsion efficiency or even malfunction.

[0008] To achieve the above objectives, the present invention provides the following technical solution: a directional control structure for a ship propeller, comprising a drive assembly, a steering shaft fixedly connected to the side of the drive assembly, and a propeller body rotatably disposed below the drive assembly; a steering mechanism disposed on the side of the drive assembly, the steering mechanism adjusting the steering of the drive assembly by changing the position of the steering shaft and its included fixed frame; a vibration mechanism fixedly connected to the side of the drive assembly, the vibration mechanism pulling a traction cable disposed thereon by adjusting the steering of the drive assembly, thereby achieving a knocking vibration of the drive assembly; and a dredging mechanism disposed below the drive assembly, the dredging mechanism synchronously deforming a dredging sleeve by the operation of the vibration mechanism, thereby cleaning the attached silt.

[0009] Preferably, the steering mechanism includes a fixed frame, which is rotatably disposed on the outside of the steering shaft, and the other side of the fixed frame is disposed on the ship. A drive handle is fixedly connected to the upper end of the steering shaft, and the steering shaft can be rotated along the fixed frame by the drive handle.

[0010] Preferably, the vibration mechanism includes an auxiliary plate, which is fixedly connected to the side of the drive assembly and is symmetrically distributed about the center point of the drive assembly, and has a sliding groove.

[0011] Preferably, a slide plate is slidably connected inside the slide groove, and the slide plate is arranged in an "I" shape when viewed from the side. A connecting box is fixedly connected above the slide plate, and a traction cable is fixedly connected to the side of the connecting box near the fixing frame. A connecting spring is fixedly connected between one side of the slide plate and the lower side of the auxiliary plate.

[0012] Preferably, the other end of the traction cable is fixedly connected to the outside of the fixed frame. When the drive assembly performs a steering operation, the traction cable on the non-steering side performs a traction operation on its corresponding connecting box.

[0013] Preferably, a fixing rod is fixedly connected to the upper surface of the auxiliary plate, and a fixing magnetic sleeve is fixedly connected at equal intervals to the outer side of the fixing rod. The connecting box is slidably disposed on the outer side of the fixing rod, and a movable cavity is opened inside the connecting box.

[0014] Preferably, a connecting rod is slidably connected to the connecting box near the drive assembly, and the inner end of the connecting rod extends into the interior of the movable cavity. An auxiliary block is fixedly connected to the inner end of the connecting rod, and a striking plate for striking is fixedly connected to the outer side of the connecting rod. At the same time, an auxiliary magnetic plate is fixedly connected to the side of the auxiliary block. The auxiliary magnetic plate is arranged in an arc shape when viewed from the side, and the auxiliary magnetic plate and the fixed magnetic sleeve have the same magnetism. A return spring is fixedly connected between the side of the auxiliary block and the inner wall of the movable cavity. When the auxiliary magnetic plate does not correspond to the position of the fixed magnetic sleeve, the side of the auxiliary magnetic plate is in contact with the fixed rod.

[0015] Preferably, the dredging mechanism includes a folded flexible cavity, which is fixedly connected between the inner wall of the chute and the slide plate, and an air supply pipe is provided through the lower side of the folded flexible cavity.

[0016] Preferably, the dredging sleeve is fixedly connected to the lower side of the drive assembly, and the dredging sleeve is a deformable hollow structure. The dredging sleeve is also connected to the other end of the air supply pipe. When the drive assembly performs a turning operation, the dredging sleeve on the non-turning side is in an expanded state.

[0017] Compared with the prior art, the beneficial effects of the present invention are: (1) A fixed frame is provided. When a turning operation is required, the drive handle is manually pushed. The drive handle drives the steering shaft to rotate along the rotation center of the fixed frame. Since the steering shaft is fixedly connected to the drive assembly, it drives the drive assembly and the propeller body below it to rotate synchronously, thereby realizing the adjustment of the ship's navigation direction and meeting different navigation needs.

[0018] (2) During the steering process of the drive assembly, the auxiliary plates on both sides rotate synchronously with the drive assembly. The traction cable on the non-steering side will be gradually tightened due to the rotation of the drive assembly. The traction cable drives the connecting box connected to it to slide. During the sliding process of the connecting box, the auxiliary magnetic plate in its internal active cavity will intermittently correspond to the position of the fixed magnetic sleeve on the outside of the fixed rod. Since the auxiliary magnetic plate and the fixed magnetic sleeve have the same magnetism, they repel each other. The repulsive force pushes the auxiliary block to compress the reset spring, so that the striking plate strikes the outer shell of the drive assembly, thereby causing the drive assembly to vibrate. The vibrating drive assembly can loosen the silt and weeds attached to its outside, preventing the silt and weeds from interfering with the normal operation of the propeller body below the drive assembly.

[0019] (3) When the auxiliary magnetic plate slides with the connecting box to a position that does not correspond to the fixed magnetic sleeve, the side of the auxiliary magnetic plate is in contact with the fixed rod. At this time, the reset spring drives the auxiliary block and connecting rod to reset, preparing for the next tap. Through this intermittent tapping vibration, it can effectively prevent debris from stubbornly adhering to the surface of the drive component.

[0020] (4) When the slide plate slides in the chute, it will squeeze the folded soft cavity between the inner wall of the chute and the slide plate. The air inside the folded soft cavity is pressed into the dredging sleeve through the air supply pipe, causing the dredging sleeve to expand and deform. When the drive component completes the turning action or turns in the opposite direction, the dredging sleeve contracts. By the opening and closing of the dredging sleeve, the silt, water plants and other debris attached to the drive component can be peeled off. The water flow can carry away the peeled debris, realizing real-time automatic dredging of the drive component without manual intervention. It can be carried out continuously during the normal navigation and turning of the ship, effectively ensuring the cleanliness of the propeller body and the propulsion efficiency, and reducing the risk of failure caused by debris entanglement. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a schematic diagram of the three-dimensional rear view structure of the present invention; Figure 3 This is a three-dimensional structural diagram of the steering shaft of the present invention; Figure 4 This is a schematic diagram of the three-dimensional structure of the fixing frame of the present invention; Figure 5 This is a schematic diagram of the three-dimensional structure of the auxiliary plate of the present invention; Figure 6 This is a schematic diagram of the three-dimensional structure of the traction cable of the present invention; Figure 7 This is a schematic diagram of the three-dimensional structure of the folded flexible cavity of the present invention; Figure 8 For the present invention Figure 7 Enlarged structural diagram at point A in the middle; Figure 9 This is a three-dimensional structural diagram of the reset spring of the present invention.

[0022] In the diagram: 1. Drive assembly; 2. Mounting frame; 3. Drive handle; 4. Steering shaft; 5. Propeller body; 6. Dredging sleeve; 7. Traction cable; 8. Air supply pipe; 9. Striking plate; 10. Auxiliary plate; 11. Folding soft cavity; 12. Slide plate; 13. Fixing rod; 14. Fixing magnetic sleeve; 15. Auxiliary block; 16. Auxiliary magnetic plate; 17. Connecting box; 18. Connecting rod; 19. Return spring; 20. Movable cavity; 21. Slide groove; 22. Connecting spring. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Example 1: In order to control the direction of ship movement, such as Figures 1-4 The present invention provides the following technical solution: a directional control structure for a ship propeller, wherein a steering shaft 4 is fixedly connected to the side of a drive assembly 1, and a propeller body 5 is rotatably disposed below the drive assembly 1. A steering mechanism is disposed on the side of the drive assembly 1. The steering mechanism adjusts the steering of the drive assembly 1 by changing the position of the steering shaft 4 and the fixed frame 2 it contains. The steering mechanism includes a fixed frame 2, which is rotatably disposed outside the steering shaft 4. The other side of the fixed frame 2 is disposed on the ship. A drive handle 3 is fixedly connected to the upper end of the steering shaft 4. The steering shaft 4 can be rotated along the fixed frame 2 by the drive handle 3.

[0025] The crew operates the drive handle 3, which drives the steering shaft 4 to rotate around the rotation center of the fixed frame 2. Since the lower end of the steering shaft 4 is fixedly connected to the drive assembly 1, the rotation of the steering shaft 4 directly drives the drive assembly 1 and the propeller body 5 below it to rotate as a whole, thereby changing the propulsion direction of the propeller body 5 and realizing the ship's steering. During the steering process, the fixed frame 2 provides stable support to ensure the smoothness and accuracy of the steering action.

[0026] Example 2: To prevent debris adhering to the outside of the drive assembly 1 from affecting the operation of the propeller body 5 below, such as... Figures 5-9As shown in Figures 1 and 2, the present invention provides the following technical solution: a directional control structure for a ship propeller, wherein a vibration mechanism is fixedly connected to the side of the drive assembly 1. The vibration mechanism pulls the traction cable 7 set thereon by adjusting the steering of the drive assembly 1, thereby realizing the knocking vibration of the drive assembly 1. The vibration mechanism includes an auxiliary plate 10, which is fixedly connected to the side of the drive assembly 1 and is symmetrically distributed about the center point of the drive assembly 1. A groove 21 is provided on the auxiliary plate 10, and a slide plate 12 is slidably connected inside the groove 21. The slide plate 12 is arranged in an "I" shape in side view. A connecting box 17 is fixedly connected to the top of the slide plate 12. At the same time, the traction cable 7 is fixedly connected to the side of the connecting box 17 near the fixed frame 2. A connecting spring 22 is fixedly connected between one side of the slide plate 12 and the lower side of the auxiliary plate 10. The other end of the traction cable 7 is fixedly connected to the outside of the fixed frame 2. When the drive assembly 1 rotates... During operation, the non-steering traction cable 7 pulls the corresponding connecting box 17. A fixed rod 13 is fixedly connected to the upper surface of the auxiliary plate 10, and fixed magnetic sleeves 14 are fixedly connected at equal intervals to the outer side of the fixed rod 13. The connecting box 17 is slidably disposed on the outer side of the fixed rod 13. A movable cavity 20 is opened inside the connecting box 17. A connecting rod 18 is slidably connected to the side of the connecting box 17 near the drive assembly 1, and the inner end of the connecting rod 18 extends into the movable cavity 20. An auxiliary block 15 is fixedly connected to the inner end of the connecting rod 18, and a striking plate 9 for striking is fixedly connected to the outer side of the connecting rod 18. At the same time, an auxiliary magnetic plate 16 is fixedly connected to the side of the auxiliary block 15. The auxiliary magnetic plate 16 is arranged in an arc shape when viewed from the side, and the magnetic properties of the auxiliary magnetic plate 16 and the fixed magnetic sleeve 14 are the same. A return spring 19 is fixedly connected between the side of the auxiliary block 15 and the inner wall of the movable cavity 20. When the auxiliary magnetic plate 16 does not correspond to the position of the fixed magnetic sleeve 14, the side of the auxiliary magnetic plate 16 is in contact with the fixed rod 13.

[0027] When the ship adjusts its direction and the drive assembly 1 performs a steering operation, the traction cable 7 on the non-steering side is pulled by the fixing frame 2, thereby causing the connecting box 17 on that side to slide along the fixing rod 13 towards the fixing frame 2. The sliding plate 12 below the connecting box 17 slides synchronously in the sliding groove 21 and compresses the connecting spring 22. During the sliding process of the connecting box 17, the auxiliary magnetic plate 16 in its internal movable cavity 20 will periodically meet the fixing magnetic sleeve 14 on the outside of the fixing rod 13. Because the two have the same magnetism, they generate a repulsive force. The repulsive force pushes the auxiliary block 15 to compress. The spring 19 is positioned so that the connecting rod 18 extends towards the drive assembly 1. The striking plate 9 at the outer end of the connecting rod 18 strikes the outer shell of the drive assembly 1. When the auxiliary magnetic plate 16 slides with the connecting box 17 to the gap position between the fixed magnetic sleeve 14, the side of the auxiliary magnetic plate 16 is in contact with the fixed rod 13. The reset spring 19 pulls the auxiliary block 15 and the connecting rod 18 to reset. This cycle is repeated to form intermittent striking, which causes the drive assembly 1 to vibrate continuously, shaking off the water plants, silt and other debris attached to its surface, preventing the accumulation of debris from affecting the normal operation of the propeller body 5.

[0028] Example 3: Unlike Example 2, this example further removes debris such as aquatic plants and silt, such as... Figures 5-9 The present invention provides the following technical solution: a directional control structure for a ship propeller, wherein a dredging mechanism is provided below the drive assembly 1. The dredging mechanism drives the dredging sleeve 6 to deform synchronously through the operation of the vibration mechanism to clean the attached silt. The dredging mechanism includes a folded soft cavity 11, which is fixedly connected between the inner wall of the slide groove 21 and the slide plate 12. An air supply pipe 8 is provided through the lower side of the folded soft cavity 11. The dredging sleeve 6 is fixedly connected to the lower side of the drive assembly 1, and the dredging sleeve 6 is a deformable hollow structure. The other end of the dredging sleeve 6 is connected through the air supply pipe 8. When the drive assembly 1 performs a turning operation, the dredging sleeve 6 on the non-turning side is in an expanded state.

[0029] During the steering process of drive assembly 1, the slide plate 12 on the non-steering side slides in the slide groove 21 and compresses the folding soft cavity 11. The air in the folding soft cavity 11 is forced into the corresponding sludge removal sleeve 6 through the air supply pipe 8, causing the sludge removal sleeve 6 to expand from its initial contracted state. The expanded sludge removal sleeve 6 uses the compressive force generated by its elastic deformation to push away the silt, tangled aquatic plants, and other debris attached to these parts. When the steering action of drive assembly 1 is completed or when a reverse steering is required, the stretched traction cable 7 loses its tension, and the elastic restoring force of the connecting spring 22 drives the slide plate 12 and the connecting... Box 17 returns to its original position away from the fixed frame 2. At this time, the folded soft cavity 11 returns to its original shape and draws air from the dredging sleeve 6 through the air supply pipe 8. The dredging sleeve 6 contracts due to the decrease in internal air pressure, further peeling off the small debris that has not been completely removed. The expansion and contraction of the dredging sleeve 6 improves the dredging effect. In conjunction with the impact of the water flow when the ship is sailing, the removed debris can be carried away in time, preventing debris from accumulating near the propeller body 5. This ensures that the propeller body 5 is always in a good working environment and effectively reduces the risk of damage to the propeller body 5 blades or loss of power due to debris entanglement.

[0030] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. 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 directional control structure for a ship propeller, comprising a drive assembly (1), wherein a steering shaft (4) is fixedly connected to the side of the drive assembly (1), and a propeller body (5) is rotatably disposed below the drive assembly (1), characterized in that, The drive assembly (1) is provided with a steering mechanism on its side. The steering mechanism adjusts the steering of the drive assembly (1) by changing the position of the steering shaft (4) and the fixed frame (2) it contains. The drive assembly (1) is fixedly connected to a vibration mechanism on its side. The vibration mechanism pulls the traction cable (7) it is provided with by adjusting the steering of the drive assembly (1), thereby realizing the knocking vibration of the drive assembly (1). The drive assembly (1) is provided with a sludge removal mechanism below it. The sludge removal mechanism drives the sludge removal sleeve (6) to deform synchronously by running the vibration mechanism, thereby cleaning the attached sludge.

2. The directional control structure for a ship propeller according to claim 1, characterized in that: The steering mechanism includes a fixed frame (2), which is rotatably disposed on the outside of the steering shaft (4), and the other side of the fixed frame (2) is disposed on the ship. A drive handle (3) is fixedly connected to the upper end of the steering shaft (4), and the steering shaft (4) can be driven to rotate along the fixed frame (2) by the drive handle (3).

3. The directional control structure for a ship propeller according to claim 2, characterized in that: The vibration mechanism includes an auxiliary plate (10), which is fixedly connected to the side of the drive assembly (1). The auxiliary plate (10) is symmetrically distributed about the center point of the drive assembly (1), and a groove (21) is provided on the auxiliary plate (10).

4. A directional control structure for a ship propeller according to claim 3, characterized in that: The slide (21) is slidably connected to a slide plate (12), and the slide plate (12) is arranged in an "I" shape when viewed from the side. A connecting box (17) is fixedly connected above the slide plate (12), and a traction cable (7) is fixedly connected to the side of the connecting box (17) near the fixing frame (2). A connecting spring (22) is fixedly connected between one side of the slide plate (12) and the lower side of the auxiliary plate (10).

5. A directional control structure for a ship propeller according to claim 4, characterized in that: The other end of the traction cable (7) is fixedly connected to the outside of the fixed frame (2). When the drive assembly (1) performs a steering operation, the traction cable (7) on the non-steering side performs a traction operation on its corresponding connecting box (17).

6. A directional control structure for a ship propeller according to claim 5, characterized in that: The upper surface of the auxiliary plate (10) is fixedly connected to a fixing rod (13), and a fixing magnetic sleeve (14) is fixedly connected at equal intervals to the outside of the fixing rod (13). The connecting box (17) is slidably disposed on the outside of the fixing rod (13), and an active cavity (20) is opened inside the connecting box (17).

7. A directional control structure for a ship propeller according to claim 6, characterized in that: The connecting box (17) is slidably connected to a connecting rod (18) on the side near the drive assembly (1), and the inner end of the connecting rod (18) extends into the interior of the movable cavity (20). An auxiliary block (15) is fixedly connected to the inner end of the connecting rod (18). A striking plate (9) for striking is fixedly connected to the outer side of the connecting rod (18). At the same time, an auxiliary magnetic plate (16) is fixedly connected to the side of the auxiliary block (15). The auxiliary magnetic plate (16) is arranged in an arc shape when viewed from the side. The magnetic properties of the auxiliary magnetic plate (16) and the fixed magnetic sleeve (14) are the same. A reset spring (19) is fixedly connected between the side of the auxiliary block (15) and the inner wall of the movable cavity (20). When the auxiliary magnetic plate (16) does not correspond to the position of the fixed magnetic sleeve (14), the side of the auxiliary magnetic plate (16) is in contact with the fixed rod (13).

8. A directional control structure for a ship propeller according to claim 7, characterized in that: The dredging mechanism includes a folded soft cavity (11), which is fixedly connected between the inner wall of the slide groove (21) and the slide plate (12). An air supply pipe (8) is provided through the lower side of the folded soft cavity (11).

9. A directional control structure for a ship propeller according to claim 8, characterized in that: The dredging sleeve (6) is fixedly connected to the lower side of the drive assembly (1), and the dredging sleeve (6) is a deformable hollow structure. The dredging sleeve (6) is connected to the other end of the air supply pipe (8). When the drive assembly (1) performs a turning operation, the dredging sleeve (6) on the non-turning side is in an expanded state.

Images